
Class _Jifit£i 

Book 



Copyright}!?. 



CQEHUGHT DEPOSffi 



Uttmark's Guide to the United 
States Local Inspectors 
Examination for Masters and 
Mates of Ocean Going Steam 
and Sailing Ships :: :: :: 

By 
CAPTAIN F. E. UTTMARK 

President of Uttmark's Nautical Academy 

8 State Street, New York 

Professor in Navigation and Nautical Astronomy 

Author of a New System of 

Navigation and Nautical Astronomy 

Text Book on Marc St. Hilaire Method 

Inventor of Uttmark's Plotting Chart, Etc. 

Editor Uttmark's Nautical News 



u 



Fourth Edition, 1919 

Parts I, II and III 
Published by the Author 

Price $3.50 



^i^ 



5^ 



COPYRIGHTED 1915 BY 

FRITZ E. UTTMARK 

CopyriKhted 1919 

by 

Fritz E. Uttmark 



hm ^'^ 19^9 



©CI.A515904 



'\a.4D ( 



NATIONAL COLORS WORN BY ALL 

UNITED STATES VESSELS. 




ENSIGN 



. . .■ ¥ ¥ . 
■¥¥--¥■¥-*- 
if V ^ V¥ *'*■ V 



UNION JACK 



SMALL CRAFT, STORM, AND HURRICANE WARNINGS 



storm 



pi 







m 



Northeasterly Southeasterly Southwesterly Northwesterly 

winds winds winds winds 

Flags, 8 feet square. Pennants, 8-foot hoist, IS-foot fly 



NIGHT SIGNALS 



NE. 




SE. SW. NW. Hurricane 

storm storm storm orwholegale 



I I 



Small 
craft 



I 



I I 



k 




Hurricane 



For explanation see pageW 158 



Flags and Pennants used in the International Code. 







m '^ m 



M3 B 
'pi 'U 'W 



Code Signal 




The backbone of a nation is its oversea 
commerce, and its strength is her merchant 
marine, backed and supported by an ade- 
quate and efficient Navy. 

To those who follow the maritime pro- 
fession this work is dedicated. 

The Author. 




Captain F. E. UTTMARK 



k 



Preface to the First Edition 

In the venture of placing this volume on an 
already crowded field the Author wishes to state 
that he does not pretend to be accomplishing anything 
new, but if he has managed to furnish a guide to 
U. S. Local Examinations for Masters and Mates and 
in a clear, concise and comprehensive, yet scientifi- 
cally accurate way, handle the subject so that it will 
be a real help to the student and lighten his work in 
studying for license as Master or Mate and enable 
him to pass his examination in a satisfactory manner, 
this little volume has fulfilled its purpose. 



Preface to the Fourth Edition 

The third edition being exhausted, the author 
takes this opportunity to thank the many students 
and navigators for their kind remarks and favorable 
comments on the work. The present edition is re- 
vised and enlarged and Part II added. This part 
contains a complete set of problems fully worked out 
and explained. I hope this edition will be as favor- 
ably received as the others and be of help and use to 
the navigator. 

The Author. 



Preface 

The questions contained in this work are to be 
answered by all applicants for license as Master and 
Mate of Ocean-going steamships in their examination 
before the U. S. Local Inspectors of Steam-vessels. 
The Examiner will select a number of questions from 
those found in this list, therefore the applicant 
should be familiar with all the answers belonging to 
his examination. 

The applicant for a master's license should be 
able to answer all the questions, and the applicant 
for a mate's license should be able to answer those 
questions marked with an asterisk (*). The exam- 
ination questions for First, Second and Third Mates 
are the same. 

The answers to the various questions in this 
work are clear, and as short as possible for a com- 
prehensive explanation. The applicant may use his 
own words if desired in explaining the diflferent ques- 
tions, taking care, however, that they contain the full 
sense of the respective answers. 



vu 



The definitions as well as all the other questions 
and answers are arranged as much as possible in a 
logical sequence and no attempt has been made to 
follow the order set forth by any particular Board 
of Local Inspectors. 

The applicant must be able to demonstrate pro- 
ficiency in the theoretical science of Navigation, as 
well as the practical solution of the problems set by 
the examiner. 

Any person with two years' experience in the 
deck department of a steam vessel is eligible for an 
Officer's License. 



Vlll 



Table of Contents 



PART L 
Definitions P^g^, 

Definitions in navigation and nautical astronomy. 
Description of the compass, variation and deviation, 

etc., etc., laws of storms, etc 1 to 47 

PART 11. 

Chapter I. — Instruments 

Mariner's compass, parallel rulers, dividers or com- 
passes, log and logline, the log glass, ground log, 
patent log, pelorus, chronometer and sextant 50 to 56 

Chapter 11. 

Compass error 57 

Leeway and current 57 to 58 

Chapter III. — The Sailings 

Plane sailing, spherical sailing, traverse sailing, parel- 
lel sailing, middle latitude sailing, mercator sail- 
ing, day's work 59 to 88 

Chapter IV. 

Latitude by sun, moon, planets, pole star and other 

fixed stars 89 to 100 

Chapter V. 

Logarithms 101 to 104 

Chapter VI. 

Longitude by time sights of the sun. Longitude by 
equal altitudes of the sun, and longitude by sun- 
rise and sunset 105 to 115 

Chapter VII. 

Amplitudes, Time Azimuth and Altitude Azimuth 116 to 1S9 

Chapter VIII. 

The Tides 121 to 123 



PART HI. 
Seanumship Page, 

Engine room bell and telegraph, lead and leadline, 
managing a vessel in heavy eea, and other nsefol 
questions relating to the handling of a vessel, 
etc., etc 125 to 137 

Rules of the Road 

Lights, fog signals, whistles, international code flags, 

gun and rocket apparatus, etc., etc 139 to 160 

Ship's Business 

Duties of masters and mates, rules for life^boats, lif^ 

rafts, rules for stowage of hay, oil, etc., etc 161 to 177 



Appendix 



Rules and regulations governing examinations before 

the Board of Local Inspectors, etc., etc 179 to 196 



Alphabetical Index 

TO PARTS I AND III 

A 

Page 

Aground, what to do 130 

Alarm whistle 145 

Altitude negative 37 

Altitude observed 19 

Altitude, true 19 

Amplitude, definition of 20 

Amplitude, deviation by 39 

Anchor, how to bring a steamship to 131 

Anchor lights, size of 141 

Angles, right, oblique, obtuse, etc 2-3 

Arc or angle, complement of 3 

Arc or angle, supplement of 4 

Arc, definition of 3 

Azimuth, definition of 21 

Azimuth, deviation by 39 

B 

Beaufort Scale 177 

Bell, engineer's 125 

Bend in river or harbor, when approaching what to do 145 

Bill of lading 175 

Boat and fire drill 166 

Bottomry 176 



Cargo, prohibition of on board passenger steamers 166 

Cargo, rules for stowing 137 

Chain, how much to pay out in anchoring 132 

Channels, what side for steamers to keep 148 

Chart, compass diagrams, description of 29 

Chart, compass diagrams, difference of 29 

Chart, course and distance by 28 

Chart, gnomic 22 

Chart, Mercator's 21 

Chart, nautical 21 

Chart, polyconic 22 

Charter party 176 

Circle, great 4 

Circle, small 5 

Circle, vertical 5 

Co-ordinates 15 

xi 



Page 

Coastwise steamer, definition of 161 

Code signals, international 155-159 

Collision Threatened, how to act 134 

Collision, what to do after a 135 

Compass, compensation 26 

Compass conrse, correction of 47 

Compass, deviation of 24 

Compass, how to place on hoard ship 42 

Compass, mariner's, definition of 23 

Compass, variation of 24 

Conversion of degrees and points 45-46 

Cross signalling 146 

Cyclone, bearing of center 44 

Cyclone, how to avoid center of 44 

Cyclone, indication of 44 

Cyclone, motion of 43 



Dead reckoning latitude 29 

Dead reckoning longitude 29 

Declination, definition of 10 

Departure, definition of 8 

Deviation, definition of 24 

Deviation, determination of 26 

Deviation by distant object 41 

Deviation by reciprocal bearings 40 

Diagram for shaping course 42 

Diagram of variation and deviation 25 

Dip, definition of 17 

Distress signal 149 

Diurnal motions 21 

Dock leaving, what to do 145 

Dunnage 136 



Ecliptic, definition of 14 

Equator, definition of 6 

Equator magnetic 23 

Equinoctial, definition of 14 



Fire alarm to engine room 151 

Fire, what to do in case of 133 

Fog bell 154 

Fog, extra precautions 145 

Fog signals 145 

xii 



Page 

Getting under way J^^ 

Ground Tackle "J 

Gun and rocket apparatus l^'' 



H 

Hay, how to load 151 

Heave to with disabled machinery ^^' 

Heave to in a gale 1*° 

High water and low water 38 

Horizon, artificial *^ 

Horizon, celestial ^ 

Horizon, sensible ^^ 

Horizon, visible *~ 

Hour circles •^" 



International code of signals 155-159 



L 

Latitude, celestial 15 

Latitude, definition of w 

Latitude, parallels of ^ 

Latitude, difference of ° 

Latitude, by dead reckoning 29 

Latitude by ex-meridian of the sun *2 

Latitude by fixed stars — 34 

Latitude by the moon • • • ^^ 

Latitude by planet 34 

Latitude by Pole star 33 

Latitude by sun at meridian 32 

Lead line marking of 125 

Leak, how to handle 132 

Letters, character of 150 

Letters, color of ISO 

Letters, measure of 150 

Life boat, carrying capacity of 170 

Life boat equipment 167 

Life preservers, how to put on 167 

Life preservers, material prohibited 173 

Life preservers, test of 165 

Life raft equipment 169 

Life saving signals 159 

Lights when aground 142 

Lights when handling telegraph cables 142 

Light for ocean steamers under way 139 

Lights for sailing vessels 140 

Lights and shapes shown by vessels not under way 142 

xiii 



Page 

Lights for towing vessels 140 

Lights unanthorized 153 

Lights for vessels at anchor 140 

Line carrying guns 171 

Line-carrying guns, drill required 172 

Line of no variation 26 

Liquid, how to load 152 

Logarithms • 35 

Logarithms, advantage of 35 

Logarithms, use of 35 

Logline markings 43 

Longitude, celestial IS 

Longitude, definition of 7 

Longitude, dead reckoning 29 

Longitude by equal altitudes 36 

Longitude by sun 35 



M 

Making land, what to do 135 

Manifest 176 

Masters and mates, duties of 162 

Master, duties of when ship is under annual inspection 175 

Masthead lights 153 

Master's monthly report 175 

Master's report to local inspector 163 

Meridians, definition of 9 

Meridians, magnetic 23 



N 

Names on equipment 174 

Names, how to paint 150 

Navigation, definition of 1 

Negative, altitudes 37 



Ocean steamships, definition of 161 

Octant and quadrant, definition of 30 

Octant, adjustment of 30 

Oil, inflammable, rules for 152 



Parallax 18 

Penalties for officers navigating water for which they are not 

licensed 175 

Penalties for navigating a boat outside of waters for which she 

is licensed 175 

Penalties for not keeping rules 163 

xiy 



Page 

Pilot signals 149 

Plane sailing 26 

Poles, celestial 13 

Polar — distance 10 

Pole, elevated 13 

Poles, magnetic 22 

Poles, terrestrial 9 

Propeller action of right-handed 129 

Propeller action of left-handed 130 

Protest 176 



Quadrant and Octant, definition of 30 

Quadrant, error of 30 



R 

Racing of propeller 132 

Radius 4 

Range lights 144 

Range light compulsory 154 

Ranges for deviation of the compass 42 

Range for screen board 154 

Refraction 18 

Reciprocal bearings 40 

Right Ascension 11 

River or sound steamer, how to load 151 

Ring buoys 173 

Rules of the road 139 

Rules of the road inland 143 

Rudder, lost 128 



Sailings, plane 26 

Sailings, parallel 27 

Sailings, middle latitude 27 

Sailings, mercator 27 

Sailings, great circle 28 

Sail vessels, approaching one another 148 

Semi-diameter, augmentation of (moon) 18-19 

Sextant, definition of 30 

Sextant, error of 30 

Sextant, adjustment of 30 

Seamanship 125 

Search light, rules for flashing 153 

Semi-diameter 18 

Short turn in narrow channels 131 

Shapes and lights shown by vessels not under way 142 

Sidereal time • • 11 

Signals, misunderstanding of 148 

Signal for pilot 149 

XT 



Page 

Signal for distress 149 

Solstitial points 15 

Strain of cables, how to relieve 131 

Stem light 143 

Steamers, passing in the same direction 145 

Steamers, meeting obliquely 146 

Steam and sail vessel approaching one another 148 

Stem, ship's name of, etc 151 

Steam whistle, unnecessary sounding of 153 

Storm warning signals 158 

Station bill 163 

Storm oil, rules for 174 

Sun, apparent 11 

Sun, mean 11 

Sunrise and sunset 37 

Sumners method 37 

T 

Telegraph, engine room ■" *" 

Time, apparent li. 

Time, astronomical 13 

Time, civil 13 

Time, equation of 12 

Time, mean 12 

Tropics, definition of 9 

V 

Variation 24 

Variation and deviation^ how to apply 42 

Vertex of a circle 6 

W 

Wines and spirits, where to stow 166 

Z 

Zenith and Nadir 5 

Zenith — distance 20 



Alphabetical Index 



PART II. 



C 



Chronometer 55 

Chronometer Rates 108 

Compass Error 57 

Current 58 



D 

Deviation of the Compass by Altitude-Azimuth 120 

Deviation of the Compass by Amplitude 116 

Deviation of the Compass by Time Azimuths using Azimuths 

Tables 118 

Dividers or Compasses 52 



G 
Ground Log 54 

H 
High Water and Low Water 121 



Instruments 50 



L 

Latitude by Ex-Meridan of the Sun 93 

Latitude by Meridian Altitude of a Fixed Star 94 

Latitude by Meridian Altitude of the Moon 99 

Latitude by Meridian Observation of the Sun 89 

Latitude by Meridian Altitude of a Planet 97 

Latitude by the Pole Star (Polaris) 95 

Leeway 57 

Log and Log-Line 53 

Logarithms 101 

Longitude 105 

Longitude by Equal Altitude 113 

Longitude by Sunset and Sunrise 115 

xvii 



M 

Mariner's Compass 50 



P 

Parallel Rulers 51 

Patent-Log 54 

Pelorus 55 

Plane Sailing 59 



R 

Rules and Formulas: 

Day's Work 82 

Mercator Sailing 77 

Middle Latitude Sailing 71 

Parallel Sailing 67 

Plane Sailing 62 

Trarerse Sailing 65 



S 

Sailings 59 

Sounding Machines 55 

Spherical Sailing 59 



Tides 121 



EXAMINATION QUESTIONS 
AND ANSWERS 

FOR 
MASTERS AND MATES OF OCEAN STEAMSHIPS 



The Master answers all the Questions and the Mates 
answer those Questions marked with an asterisk (*)» 



1. — *What is Navigation? 

The Science that enahles us to determine our 
position at sea and to conduct the ship from place to 
place is in general terms called Navigation, it con- 
sists of two parts, Navigation and Nautical Astronomy. 

Navigation according to the first term enables 
us to determine our position by reference to the 
Earth and is further subdivided into a. Piloting or 
Coasting when position is obtained by reference to 
visible objects on the earth or from soundings of 
the depth of water and the nature of the bottom; 
b. Dead Reckoning in which the ship's position is 
deducted from courses steered and distances run 
from a given point of departure. 

1 



UTTMARK'S GUIDE 



Nautical Astronomy. This term is used for that 
part of the science which enahles us to determine the 
ship's position hy observations of the celestial bodies 
— ^the sun, moon, planets and fixed stars. 



2.—*What is a Right Angle? 



A Right Angle is an angle 
of ninety degrees (90°) or 
the fourth part of a circle. 
All the angles in Fig. 1 are 
Right Angles. 



Fig. 1. 



3. — *What is an Oblique Angle? 

An angle greater or less 
than 90° is called oblique. 

The angle BAG and BAD 
(Fig. 2) are oblique angles, c — 



Fig. 2. 

4. — *What is an Obtuse Angle, also an Acute Angle? 

An angle greater than 90° 
is called obtuse; less than 
90° is called acute. 



Fig. 3. 

The angle B A C is an obtuse angle. 
The angle C A D is an acute angle. 

2 



DEFINITIONS 



5. — *What is a Spherical Angle? 



An angle formed by inter- 
section of two great circles 
is called a spherical angle. 

The angle C P D (Fig. 4) 
is a spherical angle. 




6. — *What is an Arc? 




Fig. 4. 



A part of the circumfer- 
ence of a circle is called an 
arc. 

The curved line A B (Fig. 
5) is an arc of the circle 
ABC A. 



Fig. 5. 

7.—*What is Complement of an Arc or Angle? 

The difference between an arc or angle and 90° 
is called complement to that 
arc or angle. 

The arc C B (Fig. 6) is 
the complement to C D. The 
angle B A C is the comple- 
ment to C A D. 

The angle D A B is a right 
angle. 

3 




Fig. 6. 



UTTMARK'S GUIDE 



8. — *What is the supplement to an Arc or Angle? 

The difference between an 
arc or caigle and 180° is 
called its supplement. 

The arc C B (Fig. 7) it 
J, the supplement to C D. 

The angle C A B is the 

Fiff 7 

o* ' supplement to C A D. 




9. — *What is a Great Circle? 



A circle whose plane passes 
through the center of a 
sphere is called a great circle. 
All the lines in Fig. 8 arc 
great circles. 




Fig. 8. 



10.— *What is a Radius? 




A straight line drawn from 
the center of a circle to its 
circumference is called Ra- 
dius. The lines A B, A C 
and A D are radius to the 
circle in Fig. 9. 



Fig. 9 



DEFINITIONS 



lh—*What are Small Circles? 



Circles whose planes do 
not pass through the center 
of the sphere are called 
small circles. AB, CD, EF 
and GH are small circles. 
(Fig. 10.) 




Fig. 10. 



12. — *What are Zenith and Nadir? 



The point vertically overhead of the observer 
is called Zenith and the point vertically beneath is 
called Nadir. 



13. — *What are Vertical Circles? 

Great circles passing through Zenith perpendic- 
ular to the Horizon are called 
Vertical Circles or Verticals, 
Z is the Zenith. 

is the place of the ob- 
server. 

H H' is the observer's hor- 
izon. 

Z V are all vertical circles 

or Verticals. (Fig. 11.) 




Kg. 11. 



UTTMARK'S GUIDE 



14. — *What is the Vertex 
of a great Circle? 

The point of a great circle 
which is nearest the pole is 
called its Vertex, 

C D is a great circle. P 
is the Pole to the circle. V 
is the vertex of the circle 
C D. (Fig. 12.) 

15. — *What is the Equator? 





Fig. 13. 



Fig. 12. 

The Equator is a 
great circle formed by the 
intersection with the Earth's 
surface of a plane perpendic- 
ular to its axis. The Equa- 
tor is equidistant from the 
poles. Every point of the 
Equator is 90 degrees from 
the poles. The great circle 
E Q is the Equator. (Fig. 



13.) 
16. — *What is Latitude? 
is the arc of the meridian in- 
tercepted between the Equa- 
tor and the given place. Lati- 
tude is reckoned from the 
Equator (Lat. 0) and ex- 
pressed in degrees, minutes 
and seconds North and South, 
up to 90° at the Poles. 

P is the Pole. 

E Q E is the Equator. ^ig- 1^. 

The Latitude of a place or position on the Earth 

L Q or L Q is the Latitude of L. (Fig. 14.) 

6 




DEFINITIONS 



17. — *What are Parallels of Latitude? 




Parallels of Latitude are 
small circles formed by in- 
tersection of planes parallel 
to the Equator. 

E Q is the Equator. 

L U are Parallels of Lat- 
itude. (Fig. 15.) 



Fig. 15. 



18. — *What is Longitude? 

The angle at the Pole contained between the 
meridians of any place or po- 
sition on earth and a certain 
meridian assumed to be the 
first or prime meridian. The 
Longitude is measured on the 
Equator and reckoned East 
or West up to 180°. The 
meridian passing through the 
observatory at Greenwich (England) is generally 
accepted as the first meridian. Fig. 16 illustrates 
East and West Longitude. 

7 




Fig. 16. 



UTTMARK'S GUIDE 




19. — *What is Difference in Latitude? 

The di£ference of Latitude between the two 
places, A and B, is the arc 
of a meridian intercepted be- 
tween the parallels of Lati- 
tude of the given places and 
is named North or South ac- 
cording to the direction from 
one place to the other. 

The difference of Latitude 
between A and B is L L' 
p,. ^ reckoned South from A or 

^^* North from B. (Fig. 17.) 

20.— *What is Departure? ^ 

The Departure is the dis- 
tance East or West between 
the meridians of two places 
or positions and is reckoned 
in miles. We must note that 
this distance decreases as the 
meridians converge towards 
the poles. 

The Departure between 
the meridians of A and B is the distance A C in miles 
on the Latitude of A or the distance D B in miles 
on the Latitude of B. (Fig. 18.) 

20a. — '^What is Difference of Longitude? 

The difference of Longitude is the angle between 
the meridians of two places intercepted at the pole 
and measured on the equator in degrees and minutes 
of arc. 




Fig. 18. 



8 



DEFINITIONS 



21. *Whal; are the Terrestrial Poles? 

The Terrestrial Poles are the terminal points of 
the earth's axis around which 
the earth revolves. 

P represents the North 
Pole. 

P' represents the South 
Pole. 

The line P P' represents 
axis of the earth. (Fig. 19.) 

Fig 19. t ^ 

22. — *What are the Meridians? 

Meridians are great circles 
passing through the Poles 
and cutting the Equator at 
right angles. 

The great circles P Q P' Q 
are all Meridians. 

E Q is the Equator. (Fig. 
20.) 





Fig. 20. 



2S.—*What are the Tropics? 




Fig. 21. 



The Tropics are small 
circles approximately 23^2° 
from the Equator and mark 
the extremities of the Sun's 
declination North and South. 

A B in the Northern Hemi- 
sphere is called the Tropic 
of Cancer. C D in the 
Southern Hemisphere is call- 
ed the Tropic of Capricorn. 

9 



UTTMARK'S GUIDE 



24. — *What is Polar Distance? 

The Polar Distance of a celestial body is its 
distance from the elevated ^ 

pole of the observer meas- 
ured upon the circle of dec- 
lination passing through the 
center of the body. 




It is 90° plus declination 
if the Latitude of the ob- 
server and the declination of 
the body is of opposite name. Fig. 22. 

but 90° minus declination if of same name. 

P is the elevated Pole. 

P S is the Polar Distance of S. (Fig. 22.) 



25. — *What is Declination? 

The Declination of a celestial body is the an- 
gular distance from the 
P equinoctial, measured upon 

the declination circle which 
passes through the center of 
the body, it is named North 
or South according to its 
direction from the Equi- 
noctial. 
E Q is the Equinoctial. 
S Q is the declination of S. 
Fig. 23. (Fig. 23.) 

10 




DEFINITIONS 



26. — *What is Right Ascension? 

The Right Ascension of a celestial body is the 
angle at the Pole between the 
hour circle of the body and 
that of the first point of 
Aries. It is measured from 
the first point of Aries East- 
ward extending up to 360° or 
24 hours. 

P is the Pole. 

A is the first point of 
Aries. 

A S is the Right Ascension of S. 




Fig. 24. 

(Fig. 24.) 



27.~*What is Sidereal Time? 

Siderial Time is the hour angle of the first 
point of Aries. This point which is identical with the 
vernal equinox, is the origin of all co-ordinates and 
does not, like the Sun, Moon and the planets have, 
actual or apparent motion therein. It shares in this 
respect the properties of the fixed stars. We may 
therefore say that intervals of Sidereal Time are 
measured by the stars. 

28. — "^What is Apparent Sun? 

The Apparent Sun is the real visible Sun. Its 
apparent movement in the ecliptic is irregular, ren- 
dering days of unequal length. 

29. — *What is the Mean Sun? 

An imaginary Sun is supposed to move in the 
equinoctial with a uniform velocity equal to the 

11 



UTTMARK'S GUIDE 



mean velocity of the true Sun in the ecliptic. This 
Mean Sun is supposed to coincide with the true Sun 
at the vernal equinox or the first point in Aries. 

30. — *What is Apparent Time? 

Apparent Time or Solar Time is the hour angle 
of the center of the Sun. An apparent or solar day is 
the interval of two successive transits of the Sun. It 
is apparent noon when the Sun's hour circle coincides 
with the celestial meridian. This is the most natural 
and direct measure of time, and the unit of time 
adopted by the Navigator at sea is the apparent solar 
day. 

Sl.—*What is Mean Time? 

Mean Time is the hour angle of the Mean Sun. 
A mean day is the interval between two successive 
transits of the ^ean Sun over the meridian or the 
mean of all the Solar days in the year. Mean noon 
is the instant when the Mean Sun's hour angle coin- 
cides with the meridian. Mean Time lapses uni- 
formly. At certain times it agrees with the apparent 
time, while at times it is behind and at other times 
in advance of the apparent time. Ordinary clocks, 
and chronometers for use in Navigation are regulated 
to this time. 

32. — *What is Equation of Time? 

Equation of time is the difference between mean 
and apparent time. The amount and application 
may be found in the Nautical Almanac for any given 
day. 

12 



DEFINITIONS 



33.~*jrAat is Civil Time? 

Civil Time is the time used in ordinary every- 
day life. It begins at midnight and ends the fol- 
lowing midnight, reckoning two periods, A. M. (ante 
meridian) and P. M. (post meridian) of twelve 
hours each. (Fig. 25.) 




^Jl^ Fig. 25. 
34. — *What is Astronomical Time? 

Astronomical Time is a continuous period of 
twenty-four hours, beginning at noon and ending at 
noon the following day. (Fig. 25.) 

35. — ^What are the Celestial Poles? 

The extension of the poles of the earth into 
space, or the poles of the celestial sphere are called 
Celestial Poles. 

36. — *What is the Elevated Pole? 

The pole which is above the horizon of the 
observer, or the pole of the earth of the same lati- 
tude as the observer, projected into the heavens. 

13 



UTTMARK'S GUIDE 



37. — ^What is the Equinoctial? 





The Equinoctial or Celes- 
tial Equator is the great cir- 
cle formed by extending the 
Equator of the earth until it 
intersects the celestial sphere. 

E Q E is the Equinoctial. 
(Fig. 26.) 



Fig. 26. 



MABCH gljtf'J 




Fig. 27. 



38. — *What is the Ecliptic? 

The Ecliptic is the great circle representing the 
path in which the sun, owing to the yearly revolu- 
tion of the earth, appears to move in the celestial 
sphere. The plane of the Ecliptic is inclined to that 
of the Equinoctial at an angle of 23° 27%'. This 
inclination is called the obliquity of the Ecliptic. 

C C represents the Ecliptic. (Fig. 27.) 
14 



DEFINITIONS 




39. — *What are the Solstitial Points? 

The Solstitial points or Solstices are points on 
the ecliptic 90° from eqpiinoxes at which the sun 
reaches its highest declination in each hemisphere. 
They are called Summer or Winter Solstices, accord- 
ing to the time of the year. (Fig. 27a.) 

40. — *What is Celestial Latitude? 

Celestial Latitude of any point in the heavens 
is its distance North or South from the ecliptic meas- 
ured on a great circle at right angles thereto. 

41. — *What is Celestial Longitude? 

Celestial Longitude of any point in the heavens 
is its distance from the first point of Aries measured 
on the ecliptic eastward up to 360°. 

42. — *What are Co-ordinates? 

A system of lines, angles or planes, or a comhina- 
15 



UTTMARK'S GUIDE 



tion of these used in determining the position of a 
point from some fixed plane or line adopted as a 
primary. 

43. — *What are Hour Circles? 

Hour Circles, declination circles, or celestial 
meridians are great circles of 

P 

the celestial sphere passing 
through the poles. They are 
therefore at right angles to 
the equinoctial and may be 
considered formed by exten-^' 
tion of the terrestrial merid- 
ians until they intersect the 
celestial sphere. 

P A, P B, and P E are Hour Circles. (Fig. 28.) 




Fig. 28. 



44.- 



-*What is the Visible Horizon? 

The Visible Horizon is a 
small circle limiting the ob- 
server's view at sea or the 
intersection of sea and sky. 

is the point of observa- 
tion. 

H H' H'' is the visible hor- 
izon of 0. (Fig. 29.) 




Fig. 29. 



45. — *What is the Sensible Horizon? 

The Sensible Horizon is a 
plane at right angles to the 
plumb-line at the point of 
observation in Fig. 30. H H' 
is the Sensible Horizon. 




16 



Fig. 30. 



DEFINITIONS 



46. — *What is the Celestial Horizon? 

The Celestial Horizon is the great circle formed 
hy a plane passing through 
the center of the earth at 
right angles to the zenith of 
the observer and extended 
until it intersects the celes- 
tial sphere. The plane of 
the Celestial Horizon is par- 
allel to the plane of the Sen- 
sible Horizon. 

H H' in Fig. 31 represents 
the Celestial Horizon. 




Fig. 31. 



47. — What is the Artificial Horizon? 

Any liquid in a state of rest forming a reflective 
surface is an Artificial Horizon. Mercury being 
generally used for this purpose. 



48. — *What is the Dip of the Horizon? 

The dip of the sea horizon is the angle of de- 
pression at the point of ob- 
servation due to the elevation 
of the observer's eye above 
the level of the sea, or the 
angle between the Visible 
and the Sensible Horizon. 

In Fig. 32, the angle H O 
H' is the Dip of the Horizon 
as seen from the point of ob- 
servation at O. 

17 




Fig. 32. 



UTTMARK'S GUIDE 




49. — *What is Refraction? 

Refraction is the bending 
of a ray of light when passing 
through the atmosphere. It 
renders the observed altitude 
to appear greater than its real 
value. 

The angles S S' is re- 
fraction. (Fig. 33.) 
Fig. 33. 

SO.—*What is Parallax? 

Parallax is the angle of the 
earth's radius at the position 
of the observer as seen from 
the center of a celestial body. 

O is the position of the 
observer. 

C is the radius of the 
earth. 

S is the center of the Fig. 34. 

celestial body. 

The angle S C is the Parallax. (Fig. 34.) 




U PPER LI MB 

-^- 

LOWER LIMB 



51. — *What is Semi-Diameter? 

Semi-diameter or half di- 
ameter is the angular meas- 
urement of the radius of a 
celestial object as seen from 
the observer's position. 

The angles SOL and S O 
L' are the Semi-diameters of 
Fig. 35. S. (Fig. 35.) 

18 




DEFINITIONS 



52. — What is Augmentation of the Moon's Semi' 
diameter? 

The Augmentation of the Moon's Semidiameter 
is the apparent increase due to the decrease in dis- 
tance from the observer as the moon rises above the 
horizon. 



53. — What is Observed Altitude? 



The Observed Altitude is 
the angular height above the 
horizon as measured by the 
sextant and expressed in de- 
grees, minutes and seconds 
of arc. 

The angle S O H is the 
Observed Altitude of S. 
(Fig. 36.) 




Fig. 36. 



54. — "^What is True Altitude? 




Fig. 37. 



True Altitude is the angu- 
lar height of a point or the 
center of a celestial body 
above the rational horizon, 
as measured from the center 
of the earth. 

In Fig. 37. S H' is the 
True Altitude of S. 

19 



UTTMARK'S GUIDE 



55. — What is Zenith Distance? 

Zenith Distance is the arc 
of a vertical circle between 
the object and the zenith of 
the observer, or its true alti- 
tude subtracted from ninety h 
degrees (90°— Alt.) 

Z S or the angle Z O S 
is the Zenith Distance of S'. 
(Fig. 38.) 




Fig. 38. 



56. — *What is Amplitude? 

Amplitude is the angle at zenith between the 
prime vertical and the ver- 
tical circle passing through 
the center of the celestial 
body at the horizon while 
rising or setting. It is reck- 
oned from East while rising 
and from West while setting 
toward North or South, ac- 
cording to the declination of 
Fig. 39. the observed celestial body. 

Z is the zenith. 




w H— 



S' is a heavenly body. 

The angle E Z S' is the Amplitude of S'. (Fig. 39.) 

20 



DEFINITIONS 



57. — *What is Azimuth? 

Azimuth is the angle at zenith between the 
meridian of the observer and 
the vertical circle passing 
through the center of the 
celestial body. It is gener- 
ally reckoned from North in 
North Latitude and from 
South in South Latitude up 
to 180°, East or West ac- 
cording to whether the body 
is East or West of the 
meridian. 

In Fig. 40, N S or the angle N Z S, is the Azi- 
muth of S. 




Fig. 40. 



58. — *What are Diurnal Motions? 

The movements of the celestial bodies during the 
24 hours are called Diurnal or Daily Motions. 

59. — *What is a Nautical Chart? 

A Nautical Chart is a map representing a minia- 
ture portion of the sea, lakes or navigable rivers 
with coast lines, depths of water, nature of bottom, 
lights, lighthouses, buoys, currents and other useful 
information. There are three kinds, Mercator's^ 
Polyconic and Gnomic Projection. 

60. — ^Describe the Mercator's Chart, 

On a Mercator's Chart the meridians are made 
parallel to one another, and the distance between 
the parallels of latitude is lengthened corresponding 

21 



UTTMARK'S GUIDE 



to the widening of the meridians. On this chart the 
earth is represented as a at surface and the track 
of the vessel is shown as a straight line. 

61.-: — ^Describe the Polyconic Chart. 

On a chart constructed on the Polyconic projec- 
tion principle, the meridians converge toward the 
poles and are in reality curved lines, the degrees of 
Latitude and Longitude are projected according to 
their true value. A straight line on this chart rep- 
resents a near approach to a great circle and cuts all 
the meridians at a slightly different angle. 

62. — Describe the Gnomic Chart. 

In a Gnomic, or Gnomonic, Chart, the straight 
line between any two points represents the arc of a 
great circle, and is therefore the shortest line between 
those two points. This chart is used in the polar 
regions where a Mercators Chart can not be con- 
structed. It is also used for finding the course and 
distance in great circle sailings. 

63. — *What are the Magnetic Poles? 

All magnets have at each of their extremities, 
poles of different nature which we designate re- 
spectively as North and South Poles. The law of 
Magnetism is that poles of same name repel each 
other, and poles of different name attract each other. 
The earth may be considered as a huge magnet with 
two poles of opposite name. The one in the North- 
ern Hemisphere is called the magnetic North Pole, 

22 



DEFINITIONS 



and the one in the Southern Hemisphere is called 
the magnetic South Pole. The North Magnetic 
Pole is situated approximately in Latitude 70° 00' 
North and Longitude 97° West of Greenwich. The 
South Magnetic Pole is situated in Latitude 73° 30' 
South, and Longitude 147° 30' East of Greenwich. 

A magnetic needle freely suspended and allowed 
to come to rest unaffected by any local attraction, 
will do so in the magnetic meridian. 

64. — *What are the Magnetic Meridians? 

The Magnetic Meridians are curved and some- 
what irregular lines extending between the magnetic 
poles. 

65. — *What is the Magnetic Equator? 

The Magnetic Equator is the plane of a circle 
midway between the magnetic poles at right angles 
to the magnetic meridians. 

66. — *What is the Mariner's Compass? 

The Mariner's Compass consist of a non-magnetic 
metallic bowl in the center of which is fixed a pivot. 
A magnetic needle, or generally several pairs of 
needles, parallel with one another, are so centered 
and balanced on the pivot that they can freely swing 
in the horizontal plane and undisturbed by proximity 
of iron will come to rest in the magnetic meridian. 
The ship's course is measured by this instrument, and 
bearings of objects on land as well as amplitudes and 
azimuths of the heavenly bodies are measured. 

23 



UTTMARK'S GUIDE 



67. — *What is Variation of the Compass? 

Variation of the Compass is the angular differ- 
ence between the magnetic 
meridian and the true merid- 
ian. It differs in amount and 
name according to the ob- 
server's position on the globe. 
The variation is called West- 
erly if the North end of the 
magnetic needle points to the 
left of the true meridian, and 
Easterly if the same end of 




Fig. 42. 



the needle points to the right 
hand side of the true merid- 
ian. 

Fig. 42 indicates West Var- 
iation. 

Fig. 43 indicates East Var- 
iation. 




Fig. 43. 



68. — *What is Deviation of the Compass? 

The Deviation of the Compass is the angular 
difference between the com- 
pass meridian (the compass 
North and South line) and 
the Magnetic Meridian. It 
is caused by iron in the con- 
struction of the ship or in 
her cargo, also by temporary 
local attraction. 




Fig. 44. 



24 



DEFINITIONS 



Diagrams Showing 
Variation and Deviation 



T C 



VARlAltON IS'WESTERt 



TOTAUIBROR d*tAaT£iay 




DEVIATION ;5*eAi7ERl.' 



C T 



TOTAL ERROR O'WCiTCIUY. 
VAJUATION 25 *W£3TEIUT. 




oEviATioNierwesiEter 
VAEIAtlON xvxfiaytstvt 



UTTMARK'S GUIDE 




Fig. 45. 



When the North end of 
the compass needle points 
to the left of the magnetic 
meridian the deviation 
is called Westerly and when 
the same end of the needle 
points to the right of the mag- 
netic meridian the deviation 
is called Easterly. It differs 
in amount and name accord- 
ing to the course the ship is 
steering. 

Fig. 44 indicates West Deviation. 

Fig. 45 indicates East Deviation. 

69. — *How would you determine the deviation of the 
Compass? 
By amplitudes or azimuths of celestial bodies, by 
compass bearings of a remote object, by ranges and by 
reciprocal bearings. 

70. — *How is deviation of the Compass Compen- 
sated? 
By the employment of artificial magnets placed 
on or under the deck near the compass, or within the 
Binnacle Stand. 

71. — *What is the Line of No Variation? 

A line drawn through certain places on the sur- 
face of the earth where the compass needle points 
true North or South. 

72. — ^Describe Plane Sailing. 

In plane sailing the curvature of the earth is 
26 



DEFINITIONS 



neglected and navigation is calculated on the assump- 
tion that the earth is an extended plane or flat surface 
instead of a globe. In plane sailing we consider only 
the course, distance, the difference of Latitude and 
Departure. When two or more courses are consid- 
ered the combination is callet Traverse Sailing. 

13.—*Describe Parallel Sailing. 

Sailing along a parallel of Latitude East or West 
and converting departure into difference of Longitude 
is called Parallel Sailing. 

74. — ^Describe Middle Latitude Sailing. 

Find the difference of latitude and the difference 
of longitude between the ship's place and the port 
bound to, then convert the difference of longitude into 
departure by the use of the middle latitude; next with 
the difference of latitude and departure find in the 
tables the true course and the distance to be sailed. 
To this true course apply the variation and deviation 
of the compass in order to obtain the compass course 
to steer. This may also be worked out by logarithms. 

75. — ^Describe Mercator Sailing. 

Find the difference of latitude and the difference 
of longitude between the ship's place and the port 
bound to, then change the difference of latitude into 
meridional parts, with which and the difference of 
longitude find in the tables the true course. On the 
page of this course enter with the nautical difference 
of latitude in the latitude column, and opposite to the 
left in the distance column will be found the distance 
to be sailed. The variation and deviation of the 

27 



UTTMARK'S GUIDE 



compass must be applied to the true course in order 
to obtain the compass course to be steered. This 
may also be worked out by logarithms. 

76, — Describe Great Circle Sailing. 

When the ship sails a course along a great circle, 
it is called great circle sailing. This is the shortest 
distance between two places and the only course on 
which the ship is continuously heading direct for the 
desired port or place. 

77. — How do you find Course and Distance by 
Chart? 
Find the true course from point to point by the 
aid of the chart diagram compass and the parallel 
rules. To the true course apply the variation and 
deviation of the compass, and the answer will be the 
course to be steered by the ship's compass. Westerly 
variation and Westerly deviation are allowed to the 
right hand, and Easterly variation and Easterly devia- 
tion to the left hand when converting a true course 
into a compass course. To find the distance between 
the place of the ship and the place bound to, set the 
dividers to 60 miles (more or less according to the 
scale of the chart) on the side of the chart half way 
between the latitude of the two places, then see how 
many times this "set" is contained on the line of the 
course. On an inland chart, where the variation is 
practically the same over the whole surface, the cor- 
rect magnetic course may be found direct from the 
magnetic diagram compass, thus leaving only the 
deviation of the compass to be applied by the navi- 
gator. 

28 



DEFINITIONS 



78. — *Do the Chart Compass Diagrams Represent 
True or Magnetic Directions? 

Often times the compass diagrams are double, 
the outside one being true, and the inside one 
magnetic. 

79. — ^How do True and Magnetic Chart Compass 
Diagrams Differ? 

The North and South hue of the true compass 
diagram coincides with the true meridian; whereas 
the North and South line of the Magnetic compass 
diagram inclines at an angle from the true meridian; 
the angular difference is called Variation. 

80. — *How Would You Find Latitude by Dead Reck- 
oning? 

Correct the compass courses for leeway, varia- 
tion, deviation, the send of the sea and current; and 
take the departure course into consideration. Against 
each course write the distance sailed and take from 
the nautical tables the corresponding difference of 
latitude and departure and apply the difference of 
latitude to the latitude left. 

81. — *How Would You Find Longitude by Dead 
Reckoning? 

Using the middle latitude as a course, apply the 
departure in the latitude column, and find in the 
distance column to the left the amount of longitude 
made, which apply to the longitude left. 

29 



UTTMARK'S GUIDE 



82. — *What is an Octant or Quadrant? 

An instrument of reflection for measuring alti- 
tudes of heavenly bodies, or angles in general. The 
arc is graduated in degrees and 15 or 20 minute divi- 
sions and its vernier in minutes and 15 or 20 seconds 
of arc. This instrument will read to at least 90 de- 
grees of arc. It is called an Octant because it is an 
eighth part of a circle, or a quadrant because and 
according to the law of reflection we can measure 
angles of double that amount or 90 degrees of arc. 

83. — *What is a Sextant? 

An instrument of reflection for measuring alti- 
tudes of heavenly bodies and angles in general. Its 
arc is generally graduated in degrees and 10 minute 
divisions, and its vernier in minutes and 10 seconds 
of arc. It is a sixth part of a circle or 60 degrees 
and according to the law of reflection we can meas- 
ure angles of double that amount or 120 degrees 
of arc. 

84. — *How Would You Detect Error in a Quadrant, 
Octant or Sextant? 
By going through the process of adjustment for 
the index mirror and the horizon glass. 

85. — ^How Would You Adjust a Quadrant or Sex- 
tant? 
The first adjustment is to see if the index glass is 
perpendicular to the plane of the instrument; this is 
done by moving the sliding limb to the center of the 
arc; then note if the arc reflected in the index glass 
and the arc seen direct form one unbroken line. If 

30 



DEFINITIONS 



they do, the index glass is perpendicular, but if not, 
make this adjustment with the screw on the back of 
the index glass. 

The Second Adjustment is to see if the horizon 
glass is perpendicular to the plane of the instrument; 
this done by making the two zeros coincide with 
one another ; then holding the instrument at an angle 
slightly inclined from the horizontal plane and if the 
reflected horizon and that seen direct, form an un- 
broken line, the horizon glass is perpendicular, but if 
not, make this adjustment with the top screw on the 
back of the horizon glass. 

The Third Adjustment is to see if the horizon 
glass and the index glass are parallel to each other. 
To do this make the two zeros coincide, then hold the 
instrument vertically, and if the reflected horizon and 
that seen direct, form one unbroken line, the glasses 
are parallel, but if not, make this adjustment with 
the bottom screws on the back of the horizon glass. 

If this screw should be broken, or if by some 
other means this adjustment cannot be made, then 
make the glasses parallel, using the tangent screw, 
and the amount the zero of the sliding limb is moved 
on or off the arc will be the index error, subtractive 
if on the arc, but additive if off the arc. 

The Fourth Adjustment is to see that the axis of 
the telescope is parallel to the plane of the instru- 
ment. For this adjustment the inverting telescope is 
screwed in the collar of the instrument, and the tele- 
scope is turned until the parallel wires are parallel 
with the plane of the sextant. Two stars are then 
selected which are at least 90 degree apart, and an 

31 



UTTMARK'S GUIDE 



exact contact is made at the wire nearest the plane of 
the instrument. Next the sextant is moved so as to 
throw the objects on the other parallel wire, and if 
the angle remains the same, this adjustment is cor- 
rect, but if not perfect, the collar adjustment must be 
made by the screws on the back of the telescope 
collar. An error in this telescope adjustment always 
makes angles too great. 

86. — *How do you find Latitude by the Sun at 
Meridian? 

Correct the observed altitude for dip, refraction, 
parallax, and semi-diameter, then obtain the zenith 
distance by subtracting the true altitude from 90 de- 
grees ; next correct the declination for the Greenwich 
time of observation, and apply same to the zenith dis- 
tance, adding, if of the same name, but subtracting, if 
of different names, and the answer will be the Lati- 
tude. 

87. — How do you find Latitude by Ex-Meridian of the 
Sun? 
Observe an altitude as close to noon as possible, 
and note the time shown by chronometer, which cor- 
rect for its rate; then apply the equation of time for 
the given day, so as to obtain the apparent time at 
Greenwich. Next turn the ship's longitude into time, 
by the use of Table 7, and add same to the Greenwich 
time if the ship is in East longitude, but subtract if 
the ship is in West longitude, and the result will be 
the local apparent time at ship when the sight was 
taken. With the sun's declination and the lati- 

32 



DEFINITIONS 



tude by dead reckoning, select from Table 26 the 
change of the sun's altitude for one minute before 
or one minute past noon, and refer these given fig- 
ures to the side column in Table 27 ; then under the 
nearest time from noon will be found the augmenta- 
tion of the altitude. Correct the observed altitude 
for dip, refraction, parallax and semidiameter and 
add the augmentation to this altitude, the result will 
be the meridian altitude of the sun. Find the zenith 
distance and apply the declination in the usual way, 
the result will be the latitude of the ship at the time 
of sight. 

88. — *How do you find Latitude by the Pole Star? 

Observe an altitude of Polaris at any hour of the 
night and correct for dip and refraction. Having 
noted the chronometer at sight, convert same into 
astronomical time. To this latter apply the ship's 
longitude in time, adding same if in East longitude, 
but subtracting if in West longitude, and the answer 
will be the astronomical time at ship. To this latter 
add the mean sun's right ascension for Greenwich 
noon next preceding the time of sight, also add the 
correction from Table 3 (Nautical Almanac) for the 
number of hours and minutes from Greenwich noon ; 
the result will be the local sidereal time. (L. S. T.) 
From the L. S. T. subtract the stars right ascension. 
The result will be the star's hour angle. With this 
hour angle enter the hour angle tables, Nautical 
Almanac, and find the corresponding correction. 
Apply this accordingly to its sign, plus or minus, to 
the star's true altitude. The result will be the lati- 
tude. Always North. 

33 



UTTMARK'S GUIDE 



89. — *How do you find Latitude by a Planet? 

To the meridian altitude of the planet apply 
the corrections for dip, refraction and parallax, 
and subtract this true altitude from 90 degrees to 
obtain the zenith distance. Correct the planet's 
declination according to the time shown by chronom- 
eter at time of meridian passage, and apply same to 
the zenith distance, adding if of the same name, but 
subtracting between them if of different names, and 
the answer will be the latitude. 



90. — How do you find Latitude by the Moon? 

Correct the observed meridian altitude for semi- 
diameter, dip, refraction and parallax, then subtract 
the true altitude from 90 degrees to obtain the zenith 
distance. Next select the moon's declination for 
the Greenwich hour at time of sight (expressed as- 
tronomically), and correct same for the minutes over 
the hour, which corrected declination is to be applied 
to the zenith distance, adding same if they are of the 
same name, but subtracting if of different names, 
and the answer will be the latitude. 

91. — *How would you find Latitude by a Fixed Star? 

Correct the observed altitude for dip and refrac- 
tion, and subtract this true altitude from 90 degrees 
to find the zenith distance. From the Nautical Al- 
manac take out the declination of the star and ap- 
ply to the zenith distance following the same rules 
as for the other heavenly bodies. 

34 



DEFINITIONS 



92. — *JFhat are Logarithms? 

They are numbers contrived to shorten the labor 
of multiplication and division by using in their place 
addition and subtraction. 

93. — *How are Logarithms Used? 

In Navigation they are used the same as simple 
numbers, and are employed in cases of plane sailing 
and in working longitude by chronometer-altitude 
sights, etc. They are also used for extracting roots 
and raising numbers to any desired power. 

94. — *What Advantage is Gained by their Use? 

They shorten the labor of multiplication or divi- 
sion of large sums, lessen the chances of mistakes, 
and enable us to work problems of higher mathemat- 
ics with ease and saving of time. 

95. — *How do You Find Longitude by Morning and 
Afternoon Time Sights? 

Observe the altitude of the sun and note the time 
by the chronometer, correct the observed altitude and 
apply the chronometer rate, then add together the 
true altitude, the latitude of the ship by dead reckon- 
ing, and the sun's polar distance at time of sight; 
next divide this sum by two, and from this half sum 
subtract the true altitude and note the remainder. 
Then select from Table 44 the logarithms secant of 
latitude, cosecant of polar distance, cosine of the 
half sum and sine of the remainder. Add these four 
logs together. This sum represents the log haversine 

35 



UTTMARK'S GUIDE 



of the hour angle or the apparent time at ship when 
the sight was taken, and same will be selected from 
Table 45. Then apply to it the corrected equation 
of time so as to reduce it to the mean time at ship. 
The difference between this and the mean time shown 
at Greenwich when the sight was taken will give the 
longitude in time, and this converted into arc will be 
the longitude of the ship, named West if the G. M. T. 
is greater but East if G. M. T. is less than the ship's 
time. 

96. — How Do You Find Longitude by Equal Alti- 
tudes of the Sun? 

Observe an altitude of the sun about half an 
hour before noon, and note the chronometer; then 
wait until the sun falls to the same altitude after 
noon, and again note the chronometer. Half way 
between these two chronometer times will be the 
mean time at Greenwich when it was apparent noon 
at the ship. Now turn the Greenwich time into 
apparent time by applying the corrected equation of 
time for the given day, then the difference between 
the apparent noon at ship and the apparent time at 
Greenwich will be the longitude in time, and the 
same converted into arc will be the ship's longitude. 
In the interval between the two sights if the ship has 
sailed towards the sun, the first altitude must be in- 
creased as many minutes of arc as the ship has sailed 
miles; but if the ship has sailed away from the sun, 
the first altitude must be decreased that many miles. 
If the ship has sailed bo as to alter her longitude, then 

36 



DEFINITIONS 



divide this by two and apply to the longitude by 
observation. This will be the longitude at noon. 

97. — How Do You Calculate the Negative Altitude? 

Add the refraction and dip together and call the 
sum minus; then add the semidiameter and parallax 
together and call the sum plus. Now subtract be- 
tween the two quantities, and minus will result, 
which will be called the negative altitude for the 
lower limb. To obtain the negative altitude for the 
upper limb, add together the semidiameter, dip and 
refraction and subtract the parallax. 

98. — How Do You Find Longitude at Sunrise and 
Sunset? 
Note when the sun's lower or upper limb 
touches the horizon at rising or setting, and observe 
the time shown at that instant by the chronometer; 
then add together the latitude by dead reckoning and 
the sun's polar distance; next subtract the negative 
altitude (approximately 21' for the sun's lower limb 
contact and 53' for the sun's upper limb contact) ; 
divide by two, and add the negative altitude. From 
this part of the problem the logarithms are selected 
and the example is worked in precisely the same way 
as for a regular chronometer altitude sight. 

99. — Explain Sumner s Method. 

Sumner's Method is worked principally when 
the latitude by dead reckoning is uncertain. The 
rule is as follows : Assume two latitudes, one of them 
30' or 1° greater; and the other the same amount 

37 



UTTMARK'S GUIDE 



less than the latitude by dead reckoning. Then 
observe a regular time sight of the sun and work it 
twice, using each time one of the assumed latitudes. 
Mark the two positions on the chart and connect them 
with a straight line. The ship will be somewhere on 
this line. Then wait until the sun changes its azimuth 
two or more points and take another time sight, which 
work twice as before with the same assumed lati- 
tudes. Mark these two positions on the chart also, 
and connect them with a straight line. The lines will 
cross and their intersection will show the position of 
the ship at the time of the first sight. If the ship has 
sailed a certain course after the first sight, then find 
the ship's position at the time of the second sight as 
follows: Project from the first position the true 
course and distance sailed, then draw a line through 
the point which will be parallel to the first line of 
position and where this line cuts the second line of 
position will be the place of the ship at the time of 
the second sight. 

100. — How Would You Find the Time of High Water 
and Low Water at a Given Place? 

In the Bowditch Epitome will be found the 
longitude of the given place, and also the lunar in- 
terval or tidal constant for high and low water. In 
the Nautical Almanac, page , against the given date, 
find the meridian passage of the moon (upper 
transit) and correct this for the longitude of the 
given place, adding if the longitude is West or sub- 
tracting if the longitude is East. The result will be 
the time of the moon's meridian passage at the given 

38 



DEFINITIONS 



place. To this add the high water constant if high 
water is required or low water constant if low water 
is required. Should this result in a tide later 
than the one required, this will indicate that the 
moon's meridian passage must he taken out for the 
preceding day or the time of lower transit calculated 
and then proceed as hefore. 

101. — *How Would You Find Compass Deviation by 
an Amplitude? 

Observe the sun's bearing by compass, then 
select its true bearing from Table No. 39 (Bowditch) ; 
the difference between these two bearings will be 
the total error of the compass. Plot the two bear- 
ings on a diagram, then if the true bearing is on the 
right hand side of the other the total error is Easterly, 
otherwise it is Westerly. Compare this with the 
variation given by the chart for the ship's position, 
and their difference will be the deviation of the com- 
pass for the course the ship was on when the sun's 
compass bearing was taken. To name this deviation, 
mark the total error and the variation on a compass 
card, and if the total error is to the right of the other, 
the deviation will be Easterly, but if to the left hand 
it will be Westerly. See also page 115. 

102. — *How Would You Find the Deviation of the 
Compass by an Altitude Azimuth? 

Convert the observed altitude into a true alti- 
tude, then find the polar distance. Next add together 
the polar distance, true altitude and the latitude by 
dead reckoning, divide their sum by 2, and call the 

39 



UTTMARK'S GUIDE 



result the half sum, the difference between half sum 
and polar distance is called the remainder. Select the 
secant of the true altitude, secant of the latitude, 
cosine of the half sum, and the cosine of the remain- 
der. The sum of these four logs will be the log haver- 
sine. Refer same to Table 45 Bowditch. Read the 
degrees and quarter degrees from the top of the page, 
the minutes and seconds are taken from the left hand 
column, this is the supplement of the azimuth; sub- 
tract this from 180 degrees, the result will be the true 
azimuth. The azimuth is reckoned from North in 
North Latitude, from South in South Latitude over 
East or West according to whether the celestial body 
is East or West of the meridian. The rule is the same 
for the sun, moon, planet and fixed stars. 

Name total error as follows: refer both the com- 
pass bearing and the true bearing or azimuth to a 
compass card, and look at them from the center of 
the card, then, if the true bearing were seen to the 
right of the compass bearing, the total error would be 
Easterly; but if the true were seen to the left of the 
other it would be Westerly. 

To name the deviation, mark the total error and 
the variation on a compass card, and if the total error 
were to the right of the other the deviation would be 
Easterly, but if to the left hand it would be Westerly. 

103. — *How Would You Find Deviation of the Com- 
pass by Reciprocal Bearings? 
To obtain deviation by reciprocal bearings, a 
compass known as a landing compass is carried on 
shore and set up in a place where it is free from mag- 
netic disturbance. A flag mounted on a staff is also 

40 



DEFINITIONS 



carried on shore, and this is used for signalling to the 
ship, and for allowing the observer on board to locate 
the shore compass as the ship is swung. 

When the vessel's head is steadied on a certain 
point the signal flag on board is displayed imme- 
diately over the compass, and the observer on board 
at that instant takes a bearing of the flag ashore 
situated over the landing compass. At the same time 
he observer at the landing compass takes a bearing 
of the flag over the ship's compass. 

After the swinging of the ship has been com- 
pleted the bearings are compared and the difference 
between them gives at once the deviation for the 
ship's head on the respective compass points. 

The shore bearings must have their signs re- 
versed before comparison is made. For example: 
If the bearing of the ship's compass from the shore 
was N. 10° E., the same would be converted into 
S. 10° W., etc. 

104. — *How Would You Find the Deviation of the 
Compass by a Distant Object? 

Find the correct magnetic bearing according to 
the chart of the selected distant object, then swing 
the ship. The difference between the bearing of the 
ship's compass, will be the deviation for the ship's 
head. 

Refer the two bearings to a compass card, and if 
the bearing by chart compass were to the left hand 
of the other the deviation would be Westerly but if 
the bearing by chart compass were to the right hand 
the deviation would be Easterly. 

41 



UTTMARK'S GUIDE 



105. — *What Ranges for Compass Adjusting or Find- 
ing the Deviation Could You Name in the 
Vicinity of New York and Other Familiar 
Waters? 
In the vicinity of New York use, for instance, 
New Dorp and Elm Tree Beacon in line, bearing 
N. 39° W. Mag., or Sandy Hook Light in line with 
South Beacon bearing S. 57* E. Mag. Sandy Hook 
Light and Sandy Hook Beacon S. 12° E. or 168° True. 
Waackaack Beacon in line with Pt. Comfort Beacon, 
true bearing S. 70° W. or 250° True. Conover Bea- 
con and Chapel HiU Beacon S. 6° W. or 186° True. 

106. — *What is the Chief Thing to Guard Against 

When the Compass is Placed on Board 

Ship? 

A compass should be guarded against excessive 

deviation caused by proximity of any great amount of 

iron, such as funnels, masts, iron life-boats, life-rafts 

or movable iron objects. The Standard Compass 

should be placed so that the lubber lines fall in with 

the keel or center line of the ship. 

107. — *By Which Chart Diagram Would You Shape 
the Course? 
By the magnetic diagram on the inland charts, 
allowing for deviation only, and the true diagram on 
ocean charts; for the latter allow for variation and 
deviation. 

108. — *How Is Variation and Deviation of the Com- 
pass Applied? 
To convert a compass course into a true course, 
allow Westerly variation and Westerly deviation to 

42 



DEFINITIONS 



the left, Easterly variation and Easterly deviation 
to the right, assuming always that one stands in the 
center of the compass looking toward the circumfer- 
ence. 

109. — *0n What Principle is the Log Line Marked? 

The length of line between the knots has the 
same proportion to a nautical mile as the number of 
seconds of the sand glass has to one hour. 

110. — *Show the Calculation of the Length of One 
Knot as Represented by the Log Line, Using 
a 14 Second Glass. 

The Nautical Mile is 6,080 feet in length, the 
number of seconds in one hour is 3,600, the propor- 
tion therefore is as follows: 

3600 : 14 = 6080 : X 

14 X 6080 ^, . , « . , , 

Y = 2o leet, o inches, nearly. 

^— 3600 ' 

111. — *What Motions has a Cyclone? 

A cyclone revolves around a supposed calm cen- 
ter with an increasing velocity as the center is ap- 
proached. In the Northern hemisphere the progress 
of the center is along a line approximately W. N. W. 
until it reaches the vicinity of land when it generally 
turns in a Northerly direction and recurves towards 
N. E. and E. N. E., gradually expanding in diameter 
but decreasing in violence until it breaks up and 
disappears. 

43 



UTTMARK'S GUIDE 



112. — *How Do You Find the Bearing of a Cyclone 
Center? 

In the Northern hemisphere face the wind and 
count eight points to the right; in the Southern hemi- 
sphere face the wind and count eight points to the 
left. This will give an approximate direction of the 
cyclone center. 

113. — *How Could You Avoid the Cyclone Center? 

Look in the direction in which the storm is trav- 
elling in order to determine the semicircle in which 
you are. Then, if in the right semicircle in the 
Northern hemisphere, haul by the wind on the 
starboard tack, but if in the left semicircle, bring the 
wind on the starboard quarter, note the course, and 
keep to that course. In the Southern hemisphere, 
in the right semicircle, bring the wind on the port 
quarter, note the course and keep to it, but if in the 
left semicircle haul by the wind on the port tack. 

Whether in the Northern or Southern hemi- 
sphere, if obliged to heave to, then, in the right 
semicircle heave to on the starboard tack, but in the 
left semicircle heave to on the port tack. 

114. — *What are the General Indications of an Ap- 
proaching Cyclone? 

Threatening appearance of the weather with a 
sultry atmosphere, rugged appearance of the clouds, 
rapidly moving detached tufts of clouds across the 
sky, and rapidly falling barometer. 

44 



DEFINITIONS 



Converting Points into Degrees and Vice Versa 



Points 


Old System 


New System 


North 








Nby E 


N 11° 15' E 


11° 15' 


NNE 


N 22° 30' E 


22° 30' 


NEbyN 


N 33° 45' E 


33° 45' 


NE 


N 45° 00' E 


45° 00' 


NEbyE 


N 56° 15' E 


56° 15' 


ENE 


N 67° 30' E 


67° 30' 


E by N 


N 78° 45' E 


78° 45' 


East 


N/S90°00'E 


90° 00' 


Eby S 


S 79° 45' E 


101° 15' 


E S E 


S 67° 30' E 


112° 30' 


SEbyE 


S 56° 15' E 


123° 45' 


SE 


S 45° 00' E 


135° 00' 


SEby S 


S 33° 45' E 


146° 15' 


SSE 


S 22° 30' E 


157° 30' 


SbyE 


S 11° 15' E 


168° 45' 


South 





180° 00' 



% point = 2° 48' 45" or approximately 3' 
^2 point = 5° 37' 30" or approximately 6* 

% point = 8° 26' 15" or approximately 8* 

45 



UTTMARK'S GUIDE 




Converting Points into Degrees and Vice Versa 


Points 


Old System 


New System 


South 





180° 


00' 


Sby W 


S 11° 15' W 


191° 


15' 


s s w 


S 22° 30' W 


202° 


30' 


S Why S 


S 33° 45' W 


213° 


45' 


S W 


S 45° 00' W 


225° 


00' 


S Why W 


S 56° 15' W 


236° 


15' 


WS W 


S 67° 30' W 


247° 


30' 


Why S 


S 78° 45' W 


258° 


45' 


West 


S/N 90° 00' W 


270° 


00' 


WbyN 


N 78° 45' W 


281° 


15' 


WNW 


N 67° 30' W 


292° 


30' 


N Why W 


N 56° 15' W 


303° 


45' 


NW 


N 45° 00' W 


315° 


00' 


N WbyN 


N 33° 45' W 


326° 


15' 


N N W 


N 22° 30' W 


337° 


30' 


Nby W 


N 11° 15' W 


348° 


45' 


North 





360° 


00' 


Between 


and 90° the cour 


se is N and E 


Between 90' 


and 180° the coui 


se is S and E 


Between 180' 


and 270° the com 


se is S and W 



Between 270° and 360° the course is N and W 

46 



NAVIGATION PROBLEMS 



To convert a Compass course into a True course — 
Old System 

Assume we stand in center of compass looking 
toward the circumference. 
Allow Westerly Variation to the Left. 
Allow Westerly Deviation to the Left 
Allow Easterly Variation to the Right. 
Allow Easterly Deviation to the Right. 
Leeway for Starboard Tack to the Left. 
Leeway for Port Tack to the Right. 
To convert a True course into a Com,pass course 
reverse the above rules. 

To convert a Com,pass course into a True course — 
New System 

Westerly Variation and Westerly Deviation — Sub- 
tractive ( — ) 

Easterly Variation and Easterly Deviation — Addi- 
tive (+) 

Leeway for Starboard Tack — Subtractive ( — ) 

Leeway for Port Tack — ^Additive ( + ) 

To convert a True course into a Compass course 
reverse the above rules. 



47 



UTTMARK'S GUIDE 



360* 



\^^^mmllm 




84'21'30 

an I' 15 
90'00'oa 
srir/s 



10° 



I 



lot' 



ilg. 



<%, 






180* 



48 



NAVIGATION PROBLEMS 



UTTMARK'S 

GUIDE TO NAVIGATION 

AND NAUTICAL 

ASTRONOMY 



Part II 



Part II. contains a list and description of instru- 
ments used in navigation; it also furnishes the student 
with practical working examples for all the problems 
required to pass the examination before the Board 
of Local Inspectors, also the requirements for ex- 
aminations in the U. S. N. R. F. and U. S. Naval 
Auxiliary Service. 

The working rules for the problems are given 
as short as possible, bearing in mind the necessity 
of obtaining accurate results, using plain and com- 
prehensive illustrations, consistent with scientifically 
correct work. 



49 



UTTMARK'S GUIDE 



CHAPTER I. 

Instruments 

The necessary instruments, books, etc., used by 
the Navigator are as follows : 

Mariners' Compass, Charts for the Waters to be 
Navigated, Parallel Rulers, Compassses or Dividers, 
Log and Log-line, Log-glass, Lead and Lead-line, Sex- 
tant or Octant, Chronometer, Pelorus, Sounding Ma- 
chine, Binoculars, Barometer, Thermometer, Bow- 
ditch Useful Tables, Nautical Almanac, Azimuth 
Tables, Textbook on St. Hilaire Method and Utt- 
mark's Plotting Chart for Position-lines. 

The Mariner's Compass 

MARINER'S COMPASS, its construction and 
use is explained on page 23. 

The compass card is a circular disk, the periph- 
ery of which is divided into 360 equal parts called 
degrees, or 32 equal parts of 11° 15' each called 
points. These points are again subdivided into half 
points and quarter points. The compass card, page 
48, shows the various systems. The process of 
naming the compass points in proper order is known 
as "boxing the compass." The newest and most con- 
venient way of numbering the degrees is from 
(North) increasing right-handed up to 360°. This 
system is now in use in the U. S. Navy, and if univer- 

50 



NAVIGATION PROBLEMS 



sally adopted would be of great benefit and conven- 
ience to all navigators. 

In the merchant marine, however, the older 
system still prevails. North and South are here con- 
sidered as (0°) marks. East and West as 90°. Inter- 
mediate degrees are read from the zero points, as, for 
instance, midway between North and East would be 
N. 45° E., midway between South and East, S. 45° 
E., etc. The oldest system which is still extensively 
used, on account of being most complicated should 
be memorized first of all. The card is divided into 
its thirty-two points with subdivisions. The four 
mean points. North, South, East and West are called 
the cardinal points. Each one is at right angle or 
eight points from the adjacent one. Midway between 
this are the intercardinal points which are named 
Northeast, Southeast, Southwest and Northwest. It 
is four points or 45° between each cardinal and the 
adjacent intercardinal points. Beginning with North, 
the thirty-two compass points are named as follows: 
North, North by East, North North East, North East 
by North, North East, North East by East, etc. 

In boxing the compass in half and quarter points 
it is the custom in the United States to refer to this 
as follows: North % East, North V2 East, North % 
East, North by East l^ East, etc. The three systems 
are shown in tabulated form, which also is conven- 
iently used in converting one system into another, 
see pages 45-48. On the inner side of the compass 
bowl are sometimes marked two, or sometimes four 
vertical lines called lubber lines. The compass 
should be placed so that the plane passing through 

51 



UTTMARK'S GUIDE 



two of these lines opposite to one another, falls in 
with, or parallel to the keel of the vessel. One lubber 
line always indicates the compass direction of the 
ship's head. There are two types of magnetic com- 
passes, the liquid or wet and the dry type. In the 
wet type the compass card nearly floats in a liquid 
composed of alcohol and water. The weight is 
partly taken off the pivot, minimizing friction and the 
compass works easier. The liquid has a tendency to 
decrease vibration of the card when the ship works 
its way through the water. 

The Mariner's or Nautical Chart, see page 21. 
The Mercator's Chart, see page 21. 
Gnomonic Projection Chart, see page 22. 
The Polyconic Chart, see page 22. 

Parallel Rulers 

These rulers are used for drawing lines parallel 
to one another in any direction and are generally 
used for transferring the course line (rhumb-line) 
on the chart to nearest compass or diagram in order 
to ascertain the course, or for laying off courses or 
bearings. They are generally made of hard wood, 
ebony or box wood being preferred. 

Dividers or Compasses 

These instruments consist of a pair of metallic 
legs movable about a pivot and so arranged that 
they may be opened and may be set at any desired 
angle. The points are generally made of steel, but 
one point may be replaced by a pencil or pen. The 

52 



NAVIGATION PROBLEMS 



instrument is called divider when used to measure 
distances, and compasses when used to draw circles 
or arcs. 

The Log and Log-Line 

The chip-log is used for measuring the speed of 
the vessel and consists of four parts, the log-chip, log- 
line, log-glass and reel. The log-chip is a triangular 
shaped piece of wood, weighed with an insertion of 
lead at one edge in order to keep it upright as it 
floats in the water. The log-line is generally about 
150 fathoms in length (depending on the expected 
speed of the vessel), one end is fastened to the log- 
chip, the other end to the reel on which it is wound. 
About 20 fathoms from the log-chip end is fastened 
a piece of rag or bunting, sufl&ciently large (about 
6 or 7 inches long) so it may be felt even on a dark 
cold night when gloves are used. The part of the 
line between the log-chip and the piece of rag or 
bunting is called stray-line and allows the chip-log to 
get sufficiently far away from the disturbed water in 
the wake of the ship. 

The remainder of the line when a twenty-eight 
second glass is used is divided into lengths of 47 feet, 
3 inches, called knots. Short pieces of marling or 
fish line are inserted between the strands of the log- 
line. These intervals are marked one, two, three, 
four knots, etc., according to their numbers from the 
stray-line rag. Each knot is further subdivided into 
four equal parts, marked by a piece of plain line 
without any knots. When the fourteen-second glass 

53 



UTTMARK'S GUIDE 



is used the indicated speed must be multiplied by 
two. The calculations of the length of a knot is 
found and explained on page 43. 

The log-glass is a glass of the same shape or form 
as the old-fashioned hour glass. It is partly filled 
with sand. Two glasses are used, one indicates 
twenty-eight seconds of time and the other fourteen 
seconds of time. The first is generally used when the 
speed of the vessel is about four to five knots. At 
higher speed the fourteen-second glass should be 
used and the result multiplied by two. Use your 
watch or chronometer to determine from time to time 
if the glasses are correct. 

The Ground Log 

In shallow water where the direction of the ves- 
sel is influenced by tides or currents the log-chip may 
be detached and a lead attached to the end of the 
log-line. The lead is thrown overboard and the speed 
measured by the aid of the log-glass in the usual man- 
ner. The ship's course is opposite to the direction 
of the log-line. Use your compass to ascertain this. 

The Patent Log 

The patent log is a mechanical device to ascer- 
tain the speed of the ship. At one end is attached 
a rotator and the other end is fastened to an indicator 
which shows on a dial the number of knots the ship 
has traveled. Several different models are in the 
market. 

54 




Compensating Binnacle 




Compass and Shadow Pin 




Pelorus and Stand 




Patent Log Complete 




Log Dial 





Ihe Hand lype "E" Sounding Machine 




Aneroid Barometer 




Chronometer 





Ill f 




\ 



Vnrnllel Killers 



Mercurial Barometer 




Explanation of the various 
parts of the sextant 

A — Index glass 
B— Horizon glass 
C — Telescope collar 
D — Telescope 
■D E — Shadeglasses 
F— Sliding limb 
G — Tangent screw 
H— Magnifying glass 
I— Handle 
J-Arc 
K — Vernier 

L— Frame of instrument 
M — Adjustment screws 



SEXTANTS 



NAVIGATION PROBLEMS 



The Lead 
(See page 49.) 

Sounding Machine 

There are several types of these machines in the 
market which are used instead of deep sea lead over 
which they have great advantage. Great depth may 
be measured quickly and accurately without stopping 
the ship. 

The Pelorus 

The Pelorus or dumb compass consists of a cir- 
cular disk revolving inside of a metallic ring mounted 
on gimbals upon a standard which may be placed in 
any convenient part of the bridge or ship where a 
clear view all around the horizon may be obtained. 
This instrument is used for taking land bearings of 
light-houses, peaks, points, etc., as well as for observ- 
ing amplitudes and azimuths of the heavenly bodies. 

The Ship^s Chronometer 

The chronometer is simply a carefully made 
clock so constructed as to keep reliable time. The 
aim of the makers is to produce a time-piece that will 
gain or lose at a small, uniform rate (an absolutely 
correct time-piece is not possible), so that the error 
at all times may be computed. Its chief feature is 
a variable level which enables the force of the main 
spring to act uniformly even when the chronometer is 
exposed to great variation of temperature such as 
would be experienced from extreme cold during a 

55 



UTTMARK'S GUIDE 



long voyage in the Arctic to extreme heat when cross- 
ing the Equator, or in tropical ports. The chronome- 
ter as used on board the ship is generally regulated 
to keep Greenwich time and used in calculating the 
astronomical longitude of the ship. 



56 



NAVIGATION PROBLEMS 



CHAPTER H 



The Compass Error 

For explanation of variation, deviation and 
other subjects pertaining to the compass and the 
magnetic poles, etc., see pages 24-26. 

Leeway 

Leeway is caused by wind and waves, setting the 
ship to leeward and may be defined as the angular 
difference between the ship's course by compass and 
her actual track through the water. 



FIG. A 




SHOWING LEEWAY FOR A VESSEL 
ON STARBOARD TACK 



The amount differs according to the strength of 
the wind and roughness of the sea. It is best esti- 

57 



UTTMARK'S GUIDE 



mated when standing in the after part of the vessel 
and looking at the wake of the ship. The angular 
difference between this and an imaginary line point- 
ing straight aft is the leeway, or, in other words, the 
difference between the line of the ship's keel and her 
actual track through the water. In correcting the 
course for leeway apply this when the ship is on her 
starboard tack to the left, or when the ship is on port 
tack to the right-hand side, assuming as before that we 
stand in the center of the compass looking toward the 
circumference. 

Current 

A body of water set in motion and carrying with 
it all that floats thereon is called a current. Among 
the best known is the Gulf Stream. This generates 
in the Gulf of Mexico, obtaining its greatest speed 
or force in the Strait of Florida, setting in a north 
and Eastward direction it crosses the North Atlantic, 
rendering mild temperature over and in waters ad- 
jacent to England, Ireland and Scotland. Even the 
northern part of Norway is influenced and therefore 
has mild winters with ice-free harbors all the year 
around. The direction in which the current flows 
is called the set, and the speed or velocity is called 
the drift. 

In calculating out the ship's position by Dead Reck- 
oning when a current has been experienced, consider the 
set of the current as an extra course and the drift or 
speed during the period as a distance run. If the set is 
taken from a magnetic chart or given magnetic in the 
sailing directories, correct for variation in order to find 
the true set. Deviation is not applied to a current. 

58 



NAVIGATION PROBLEMS 



CHAPTER III. 

The Sailings. 

In reference to the ship's position at sea relative 
to any other position either one that has been left 
or one to which the vessel is bound, or the difference 
between any two positions, five terms are involved, 
namely, the course or direction, the distance, the dif- 
ference of latitude, the departure, and the difference 
of longitude. The solution of the various problems 
in which the actual relations of the above terms are 
involved are called sailings and are as follows: 

Plane Sailing 

In this we consider the earth as a perfectly flat 
surface or plane. In plane sailing we can only con- 
sider the course and the distance, the difference of 
latitude and the departure. If two or more courses 
are involved, these are combined and the method is 
called traverse sailing. 

Spherical Sailing 

Whenever difference of longitude is involved the 
earth must be considered in its spherical form and 
therefore these sailings are called spherical sailings 
and include parallel sailing, middle latitude sailing, 
mercator sailing and Great Circle Sailing. 

59 



NAVIGATION PROBLEMS 



Rules and Formulas 



61 



UTTMARK'S GUIDE 



Plane Sailing 

As said before in plane sailing we take no con- 
sideration of the curvature of the earth, but prob- 
lems are solved by considering the sides and angles of 
a plane triangle. Let in triangle. Fig. B, the angle 

DEPARTURE T= 



^ 


A 




A 


hi 


/s 


(f) 


A 


^ / 


A 


i' /o 


0/ 




0/ 





4/ 



Fig. B 



B A E (C) represent the course or rhumb line, the 
side A B the difference of latitude (D. Lat.), the side 
B E the departure (Dep.) and the hypothenuse A E 
the distance from A to E. We have thus the equa- 
tions 



Sin C 

Cos C 

Tang C 



Dep. 
Dist. 

D. Lat . 
Dist. 

Dep. 
D. Lat. 



62 



NAVIGATION PROBLEMS 



CO 

o 

M 

o 



o 



> 
etf O 

V PQ 

S M 
u **^ 

*2 CI 



CO 4iJ 

a eg 
.2 3 

2-^ 



V 



.S 'o 
o a 

^ a 






bD 

a 

eg 





uu 




.• U 




u 


u 


U 


u 


4^ 


d 


4- 


i u 




a A 


"^ a 


CO 


d 


c 


d 


tn d 


"^ 2 






Q -a 


8 


55 
4^ 


*s 


ea 


Q 'S 


Q 8 




bD bD 




bD bD 


bD bD 


bD bD 1 


bD bD 


bD bD 




O O 

l-H 1— 1 


f. 


S -2 


O 
1-^ 


^ 


C 


o 

l-H 


o o 

1— 1 l-H 


O O 

F-H P-H 




+ + 




1 1 


1 


+ 


1 


1 


1 + 


1 + 




OD 00 




d< di 


H^ 


ij 


9r ^ 


^ ts 






■IH -EH 

QQ 




0) « 

Q Q 


Q 


Q 


Q Q 


Q Q 


V .FH 

Q Q 




bD bD 




f I 


bD bc 


bD bD 


bD bD 


bD bD 




O o 




^ 


© 


O O 


O O 


O 




1— 1 l-H 






P-H 


f^ ^ 


l-H l-H 


l-H l-H 


CS 

1 


II II 




II II 


II 


II 


1 


II 


II II 


1 II 


>^ d. 






^ 


d 


tg 1-5 




" ^ 


3 


V 




d -S 


•p 


V 


• IH 


s «^ 


•§ Q 


i 


QQ 




5 Q 


Q 


Q 


Q Q 


8 Q 


(^ 


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63 



UTTMARK'S GUIDE 



In the above table we have included all the 
various problems which may be solved by plane sail- 
ing, but the two first mentioned are most frequently 
used. The problems may be solved either by plane 
trigonometry, by construction, or by the use of 
traverse tables Nos. 1 and 2 Bowditch. The latter 
method is by far the most convenient and therefore 
generally used. 

Table No. 1 contains the difference of latitude 
and departure, corresponding to distances not exceed- 
ing 300 miles and to courses for every quarter point 
of the compass. Table 2 is of the same nature, with 
this difference that the difference of latitude and 
departure corresponds to every full degree of the 
compass and the distance extends to 600 miles. 

Example: 

A ship sails N. E. % E. true, the distance of 150 
miles. Required the difference of latitude and de- 
parture made good. Enter Table No. I with a course 
4% points, page 527 Bowditch Navigator. Opposite 
the distance 150 miles you will find the diff. latitude 
89.4 and the departure 120.5 miles. 

NOTE: If you take the course from the top of 
the page, read the latitude and the departure from the 
top. If the course is taken from the bottom of the 
page, read latitude and departure from the bottom of 
the page. 



64 



NAVIGATION PROBLEMS 



Traverse Sailing 

When a ship sails on various courses her track 
will he irregular or zig-zag. This is called traverse, 
and the method of traverse sailing consists of finding 
the difference of latitude and departure correspond- 
ing to several courses and distances, combining them 
so as to reduce them to the equivalent of one single 
course and distance. This is done hy determining 
the distance in miles north or south and east or 
west made good on each course. Then add up all the 
northings, also add all the southings, subtract the 
lesser from the greater and call the remainder differ- 
ence of latitude made good. Then add together all 
the eastings and all the westings. Again subtract the 
lesser from the greater and call the remainder de- 
parture made good. 

To find the course and distance made good look in 
table No. 2 for difference of latitude in a latitude column 
and turn the pages over until you find the amount of 
departure to agree as near as possible. If the differ- 
ence of latitude is greater than the departure, the course 
will be found at the top of page, but if less than depar- 
ture it will be found at bottom of page and the distance 
in the column immediately to the left-hand side. 

Example No. 1 

A ship sails the following true courses and dis- 
tances: N. W. by W., 10 miles; E., 20 miles; E. by S., 
30 miles; W. 1/2 N., 40 miles; N. E. 1/2 E., 50 miles. 
Required the difference of latitude and departure 
made good, also course and distance made good. 

65 



UTTMARK'S GUIDE 



Solution 



True Course 



N. W. by W. 

East 

E. by S 

W. VaN 

N. E. Va E.. 



Dist. 


D. Lat. 


Dep. 


N 


S 


E 


W 


10 


5.6 






8.3 


20 


— 


— 


20.0 


_— . 


30 


— 


5.9 


29.4 


— 


40 


3.9 


— 


— 


39.8 


50 


31.7 


— 


38.7 


— 



41.2 
5.9 

35.3 



5.9 



88.1 
48.1 

40.0 



48.1 



Course made good N. 49° E. 
Distance made good 53 miles. 



Example No. 2 

A ship having steered the following true courses, 
S. 14° E., 20 miles; S. 16° W., 80 miles; S. 9° E., 
60 miles, N. 85° E., 25 miles, N. 39° W., 20 miles. 
Required the course and distance made good. In 
this example Table 2 is entirely used, but the rules 
for working are exactly the same as the foregoing 
example; 



66 



NAVIGATION PROBLEMS 



Solution 



True Course 


Dist. 


Latimde 


Departure 


N 


S 


E 


W 


S. 14° E 


20 
80 
60 
25 
20 


2.2 
15.5 


19.4 
76.9 
59.3 


4.8 

9.4 
24.9 


22.1 
12.6 


S. 16° W 

S. 9° E 


N. 85°E 


N. 39° W 





17.7 



155.6 
17.7 

137.9 



39.1 
34.7 

4.4 



34.7 



Course made good S. 2° E. 
Distance made good 138 miles 



Parallel Sailing 

In the foregoing the earth has been considered 
as a plane surface and its spherical form has not been 
taken into consideration. The longitude or differ- 
ence of longitude has therefore not been possible to 
consider. Parallel sailing is the simplest form of 
such spherical sailings. It is the method of convert- 
ing the departure into difference of longitude or the 
reverse. It is used when the ship sails on a true east 
or west course or when the direction between two 



67 



UTTMARK'S GUIDE 



places is direct east or west. In fig. D let A and B 
represent two places of the same latitude, P the 
adjacent pole, A B the arc of the parallel of latitude, 
through the two places. D E the corresponding arc 
on the Equator intercept between the meridian P D 



Fig. D. 




and P E. R the equatorial radius of the earth F £ 
or F D. r the radius C B of the parallel A B and L 
the latitude of that parallel. Then since A B and 
D E are small arcs of two circles and are therefore 
proportional to the radius of the circles. We have 
the equations : 

A B C B Departure r 

.=x= or «= — 

D E E F Diflf. Long. R 

From the triangle F C B, r = R cos L, hence: 

Dep. R cos L 

or Diff. Long. ■= Dep. Sec. L or 



Diff. Long. R 

Dep. = Di£F. Long, cos L. 



68 



NAVIGATION PROBLEMS 



The foregoing explains the relation between 
minutes of longitude and miles of departure. Parallel 
sailing involves two cases; first, where the difference 
of longitude between two places on the same parallel 
is given to find the departure and second where the 
departure is given to find the difference of longi- 
tude. Solutions may be found by computation using 
logarithms or by inspection from the traverse tables. 
The latter method offers greater advantage as it 
is more convenient. The tables are based upon the 
following formula: 

Diff. of Longitude = Dist. Cos. Course (Dist. Cos. C.) 

Distance = difference of latitude Sec. C (D. Lat. Sec. C.) 

We may substitute for the column marked latitude 
in Table II the departure. For that marked distance, 
the difference of longitude and for the course at top or 
bottom of page, the latitude. Pig. {^. 




69 



UTTMARK'S GUIDE 



The tables then become very convenient for 
making the required conversions. 

Short rule for finding difference of longitude 
when the departure is given. 

Enter Table II with the latitude as a course, select 
the amount of departure from a latitude column, find the 
difference of longitude corresponding thereto in a 
distance column. For finding the departure when the 
difference of longitude is given, enter table II as before, 
take the amount of minutes or longitude into the 
distance column and find departure in a latitude colunm. 

Example A 

A ship in latitude 40° 50' North sails true West, 
350 miles. Required the difference of longitude. 

Solution 

Enter Table II with 41° (this being the nearest full 
degree). Look for the distance 350 miles in a latitude 
column (you will find 350.2, this being the nearest). 
In the corresponding distance column will be found 
464. This gives the minutes of difference of longi- 
tude and equals 7° 44'. 

Example B 

A ship sailing on the parallel of latitude 36° North 
has changed her longitude 5° 10'; how many miles 
has she sailed? 

Solution 

5 X 60 = 300 minutes plus 10 = 310 minutes, this being 
the difference of longitude in minutes. Turning to 36° 

70 



NAVIGATION PROBLEMS 



in Table II. we find against 310 in the distance column: 
250.8 in the latitude column. This is the number of miles 
the ship has sailed in order to change her longitude 5° 10'. 
NOTE: With expression miles, unless otherwise 
stated, we mean nautical miles or knots, which have the 
same length as a minute of latitude, or 6,080 feet. 

Middle Latitude Sailing 

If a vessel sails from a place A to a place B, sec 
Fig. F, it is evident that she alters her latitude as 




well as her longitude and the formula as given for 
parallel sailing must be modified. The course and 
distance from A to B of any two places may be 
found by Middle Latitude Sailing. Solving this prob- 
lem we need to know the latitude and longitude of the 
two places. Assuming latitude of A to be 40° 25' N. 
and longitude of A to be 72° 15' W., latitude of B 
43° 15' N. and longitude of B 70° 30' W., proceed 
thus: 

71 



UTTMARK'S GUIDE 



Obtain the difference of latitude by subtracting the 
lesser from the greater if both places have latitudes of 
the same name but add if of different names; the result 
will be the difference of latitude expressed in degrees 
and minutes. Convert this into minutes of latitude or 
miles by multiplying the degrees by 60 and adding in the 
odd minutes. 

The difference of longitude is found by addition or 
subtraction following the same general rules as for 
latitude, namely, longitude of same name subtract, of 
different names, add. The result is the difference of 
longitude expressed in degrees and minutes of longitude. 
Convert this into minutes of longitude by multiplying 
the degrees by 60 and adding in the odd minutes. 

Example: Lat. A. 40° 25' N. Long. 72° 15' W. 

Lat. B. 43° 15' N. Long. 70° 30' W. 



Diff. of Lat. 2° 50' Diff. of Long. 1° 45' 

X 60 X 60 



120 60 

+ 50 +45 



Reduced to 170 miles Reduced to 105'of long. 

We have here one side of a triangle in miles and 
the other in minutes of longitude. These cannot be 
compared unless we convert the difference of longi- 
tude into departure or miles. If using the parallel 
of A (Fig. F) for conversion, we would on account 
of the meridians converging towards the pole, be using 
a parallel which would give us too great a number of 
miles as departure, or using the parallel of B would 

72 



NAVIGATION PROBLEMS 



give US too small a number of miles as departure. 
There must therefore, be a parallel between A and B 
which used for conversion would give us the cor- 
rect result; although not absolutely accurate, this 
will be midway between the two places or the middle 
latitude, which is found by adding the latitude of A 
and the latitude of B, if of same names, or subtract- 
ing if of different names; dividing the result by two 
gives us the middle latitude. 

Lat. A. 40° 25' N. 
Lat. B. 43° 15' N. 



Dividing by 2 83° 40' 

Gives middle lat. 41° 50' or 42° nearly. 



Having thus found the Middle Latitude and sub- 
stituting this for latitude in parallel sailing, see page 
27 and Fig. G, we proceed exactly according to the 



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73 



UTTMARK'S GUIDE 



rules given there; with middle latitude of 42° con- 
sidered as a course and the difference of longitude 
105 minutes as a distance we find the departure 80.4 
in the latitude column. The departure is expressed 
in miles and therefore may be compared with the 
difference of latitude for finding the course 'and 
distance. 

Enter Table 2 with difference of latitude 170 and 
departure 80.4 we find latitude 170.4, departure 79.5 (this 
beini; the nearest we can find) and against this will be 
found true course N 25° E., distance 188 miles. 

Note. We name the course North because the point 
of destination B is to the North of A and East because 
the same point is to the Eastward of A. 

Examples for practice: 

(a) What is the true course and distance from A in 
latitude 40° 28' North, longitude 74° 00' West, to B in 
latitude 32° 10' North, longitude 64° 50' West? Answer, 
true course S. 42° E., distance 670 miles. 

(b) A ship sailed on the parallel 45° N. from longi- 
tude 75° 00' 00 " W. to longitude 00° 00' 00 ". What is 
the true course and distance. 



74 



NAVIGATION PROBLEMS 



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76 



NAVIGATION PROBLEMS 



Mercator Sailing 

In constructing a Mercator's chart an attempt 
is made to portray a globular form on a flat surface. 
The meridians are shown as straight lines parallel 
to one another and at right angles to the equatorial 
line or the base of the chart. As the meridians are 
shown as parallel instead of converging, the chart 
would show a distorted and very inaccurate image 
of the surface of the land and sea, unless the latitude 
scale of the chart is increased in the same proportion 
as the longitude scale is stretched out in order to 
allow the meridians to run parallel with one another. 
This is taken care of in the construction of an increas- 
ing latitude scale, where each degree or each minute 
of latitude is a little longer than the preceding one 
reckoned from the Equator towards the poles. The 
minutes of the Mercator's latitude scale are called 
"Meridional Parts" (m). The values of the 
meridional parts are computed in Bowditch Table 3. 

The course and distance between two points A 
and B may be measured on a Mercator's chart or be 
computed according to the formulas given on page 79. 

Given latitude of A 36° 40' North, longitude 60" 
45' West, latitude of B 34° 10' North, longitude of 



77 



UTTMARK'S GUIDE 



B 63° 30' West. Required the true course and dis- 
tance. See Fig. H. 

DIFF. LONG. 




FIG.H. 



Obtain the difference of latitude and difference of 
longitude according to the same rules as for Middle 
Latitude sailing. From Table 3 Bowditch take out the 
meridional parts corresponding to the latitude of A also 
the meridional parts corresponding to the latitude of B. 
Subtract the lesser from the greater and call the 
remainder meridional difference of latitude (M. D. L.)* 



Example 1 (by computation) : 

Lat. B. 34° 10' N. m = 2170.4 Long. B. 63° 30' W. 
Lat. A. 36° 40' N. m = 2353.7 Long. A. 60° 45' W. 

Diff. Lat. 2° 30' M. D. L. 183.3 Diff. Long. 2° 45' 
X 60 X 60 



120 

4- 30 



150 miles 



120 

+ 45 

165 min. of long. 



78 



NAVIGATION PROBLEMS 



Find the course according to the formula 

Diff. Long . 165 log = 12.21748 — 10 

"^ M. D. L. "" 183.3 Iog= 2.26316 

True Course S. 41° 59' 32'' W. log. tang. 9.95032 

Find the distance according to the formula 

Di8t.=Diff. lat. secant Course (D. Lat. Sec. C.) 

Diff. Lat. 150 log = 2.17609 

T. C. 41° 59' 32" log Sec = 9.12887 

Answer, Dist. 201.8 miles.... log 2.30496 

Same problem may be solved by inspection. 

Look in Table 2 Bowditch for the M. D. L. 183.3 
in a latitude colunm. Search until you find the differ- 
ence of longitude 165 in a departure colunm next to the 
M. D. L., in this case (found on page 614) 183.6 in the 
latitude column and 165.3 in the departure column. This 
being the nearest, the course 42° is found at top of page, 
name the course S. 42° W., or 222°. 



Having found the course, consider the number of 
miiles of difference of latitude and look for same in the 
difference of latitude colunm, the distance will be found 
in the distance colunm immediately to the left of the 
difference of latitude. In this case 150 minutes being the 
nearest, the distance is found to be 202 miles. Both the 
course and distance differs very little from the result 
obtained by computation. 

Middle Latitude sailing may be used to best ad- 
vantage when the course is greater than 45°, Mercator 
sailing when the course is 45° or less. 

79 



UTTMARK'S GUIDE 



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UTTMARK'S GUIDE 



Day's Work 

Dead Reckoning is the mode of finding the posi- 
tion of the ship by courses steered and the distance 
run from some point or place the latitude and longi- 
tude of which is known, allowing for known current, 
leeway, set of the sea, variation and deviation. The 
day's work consists of summing up of courses and 
distances run during 24 hours ending at noon on any- 
given day during the voyage and obtaining the ship's 
position by Dead Reckoning at noon. As nearly al- 
ways a course steered by the ship's compass has to be 
corrected for its errors, the first part of the problem 
therefore consists in correcting courses. Leeway, 
deviation and variation have been explained in the 
previous chapter. The course may be steered using a 
compass card which is marked in points and quarter 
points. This arrangement is generally used in sailing 
vessels or in small steamboats or motor boats where it 
is more difficult to keep the vessel on an accurate 
course, or if the compass used has a small diameter. 
Larger vessels have generally a larger compass which 
is divided into degrees. The compass used in Mer- 
chant ships is divided into four quadrants, having 
North and South as Zero points and East and West 
named as 90°. In the U. S. Navy the arrangement 
is different and the compass in general use has a 
continuous increase of the degree and reads up to 
360°, viz. : North being considered zero. East 90°, 
South 180°, West 270° completing the circle of 360° 
again at North. 



82 



NAVIGATION PROBLEMS 



The table on page 45 and compass card, page 48, 
illustrates the various systems of dividing the com- 
pass card, also rules for correcting courses will be 
found on these pages. 



83 



UTTMARK'S GUIDE 



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84 



NAVIGATION PROBLEMS 



Explanation of Table I and II Bowditch. 

Table I contains the Difference of Latitude and 
Departure corresponding to distances not exceeding 
300 miles and for courses to every ^ point of the 
compass. 

Table II is of the same nature but for courses 
consisting of all degrees and including distances up to 
600 miles. 

In Table I all courses from % point up to 4 
points are found and taken out from the top of the 
page. Courses from 4 points up to 7% points are 
taken out from the bottom of the page. 

In Table II courses from 1° to 45° are found 
and taken out from the top of the page and courses 
from 45° to 89° are found and taken out from the 
bottom of the page. Note that the latitude and de- 
parture columns are reversed when looking from the 
bottom of the page. For full explanation of the 
tables see Plane Sailing, Middle Latitude Sailing and 
Mercator Sailing, pages 26-27. The tables may be 
employed in solving all the problems relating to right 
triangles. 

Dead Reckoning (Day's Work) 

Example 1. From latitude 39° 40' 50° N. and 
longitude 72° 40' 30" W. a vessel sails the following 
courses and distances: 



85 



UTTMARK'S GUIDE 



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NAVIGATION PROBLEMS 



EXAMPLE II. 

From latitude 30° 20' 40" North and longitude 
67° 43' 57" West, a ship sailed N. 5° W. by compass. 
Distance 180 miles. Variation 4° West. Deviation 
7° East. 

For 10 hours the ship was in a current flowing 
N. 45° E. (magnetic) at the rate of 2 miles per hour. 
Variation of compass 5° West. 

For 6 hours ship was hove-to on the starboard 
tack, ship's head coming up to East and falling off to 
N 68° E. Leeway 20°. Variation 6° W. Deviation 
4° W. Ship forged ahead at the rate of 1^/^ knots 
per hour. 

Required latitude and longitude of the ship; 
also true course and distance made good. 



87 



UTTMARK'S GUIDE 



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CHAPTER IV. 

Latitude by Observation of the Heavenly Bodies, 

Sun, Moon, Planets, Pole Star and Other 

Fixed Stars 

INTRODUCTION: Latitude by a Circumpolar star. 
Stars, whose declination is greater than the 
observed altitude will never set but describe circles 
around the pole; these stars are called circumpolar 
stars and pass the meridian above and below the pole 
and above the horizon. Without knowing the name 
or declination of such stars latitude may be found 
in a very easy way by observing the altitude at the 
meridian passage above the pole, and again twelve 
hours later the altitude at the meridian passage 
below the pole. Correct the altitude for dip and re- 
fraction. Add these two altitudes together and di- 
vide by two in order to get the mean altitude. This 
mean altitude or elevation of the pole will be the 
latitude of the observer. 

Latitude by Meridian Observation of the Sun 

Measure the highest obtainable altitude by your 
sextant, note if the bearing is North or South, correct 
the altitude for index error (if any), adding if the 
error is off the arc, but subtracting if the error is on 
the arc. Then correct for dip. Table 14 Bowditch. 
This correction is always subtractive. The next cor- 
rection is for refraction, Table 20 A Bowditch, always 

89 



UTTMARK'S GUIDE 



eubtractive. Next correct for Parallax, Table 16 
Bowditch, this correction is always additive. The 
final correction is for semi-diameter, the amount is 
found in the Nautical Almanac for every day in the 
year. Add this correction if the suns lower limb has 
been observed, but subtract if observation has been 
taken of the upper limb. The result will be the true 
central altitude. Subtract the true central altitude 
from 90°, the result will be Zenith Distance. Name 
same contrary to the bearing of the sun. From the 
Nautical Almanac take out the sun's declination for 
the nearest noon and correct same for the Greenwich 
time of observation. Apply the declination to the 
Zenith Distance, adding if Zenith Distance and 
declination have same name, but subtracting one 
from another if of different name, the result will be 
the latitude. Name the latitude according to the 
greater. 

Note: Always observe the lower limb unless 
this should happen to be obscured by clouds. 

Example for Practice. October 28, 1918, in 
longitude 75° 00' West of Greenwich, observed alti- 
tude of the sun's lower limb 40° 10' 10" bearing 
South. Index correction 1' 30" off the arc, height 
of eye 32 feet. Required the latitude. 
(See Diagrams, Page 92.) 



90 



NAVIGATION PROBLEMS 



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Latitude by Meridian Altitude of a Fixed Star 

Measure the altitude and observe the bearing of 
the star, then correct observed altitude for dip and 
refraction. The result is the true altitude, subtract 
this from 90° in order to obtain Zenith Distance 
which name contrary to the bearing. From Nautical 
Almanac take out the star's declination, apply this to 
the Zenith Distance, following the same rule as for 
the sun. The result will be the latitude of the ship 
or place. 

Example for practice. December 26, 1918, 
observed altitude of a Virginis (Spica) 79° 24' 10''' 
bearing South. Height of eye 53 feet. Required the 
latitude. 

SOLUTION 

* Observed Alt 79° 24' 10" S 

Index Corr 

79° 24' 10" 
Dip for 53 feet — 7' 08" 

79° 17' 02" 
Refraction — 11" 

True Alt 79° 16' 51" S 

Subtract from 90° 89° 59' 60" 



Zenith Distance 10° 43' 09" N 

Declination 10° 44' 22" S 

Latitude 0° 01' 17" S 

Decl. taken from Nautical Almanac , 
10° 44' 24" S 
94 



NAVIGATION PROBLEMS 



Latitude by the Pole Star (Polaris) 

Observe the altitude of Polaris at any hour of 
the night, correct for dip and refraction. Having 
noted the chronometer at time of sight, convert same 
into astronomical time. Apply the chronometer 
error in order to find Greenwich astronomical time 
of observation. Apply the ship's longitude in time, 
adding same if in East longitude but subtracting if in 
West longitude. The answer will be astronomical 
time at ship. To this latter add the mean sun's right 
ascension for Greenwich noon next preceding the 
time of sight. Add the correction from Table 3 
(Nautical Almanac) for the number of hours and 
minutes from Greenwich noon, the result will be 
the local siderial time. From the local siderial time 
subtract the star's right ascension. The result will 
be the star's hour angle. With this hour angle and 
the star's declination enter the Hour Angle Table in 
the Nautical Almanac and find the corresponding 
correction. Apply this according to its sign, plus or 
minus, to the star's true altitude, the result will be the 
latitude (always North). 



95 



UTTMARK'S GUIDE 



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NAVIGATION PROBLEMS 



Latitude by Meridian Altitude of a Planet 

The rule for working altitude by meridian 
observation of a planet is the same as that for the 
sun with the exception of that the semi-diameter is 
not applied. 

Example for Practice 

July 16, 1918, observed altitude of the planet 
Jupiter 30° 30' 30'' bearing South. Chronometer 
(G. M. T.) Ih 00m 00s A. M. Index error off the 
arc 2' 30". Height of eye 29 feet. Required the 
latitude. 



97 



UTTMARK'S GUIDE 



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98 



NAVIGATION PROBLEMS 



Latitude by Meridian Altitude of the Moon 

From Nautical Almanac take out the meridian 
passage of the moon at Greenwich, also the hourly 
difference. Convert the longitude hy D. R. into time 
and multiply this by the hourly difference. This will 
be the correction which is to be applied to the 
meridian passage at Greenwich in order to find the 
moon's meridian passage at ship. Add the correction 
in west longitude or subtract in east longitude. 

To the meridian passage at ship apply the longi- 
tude in time, the result will be the Greenwich time 
when the moon crosses the ship's meridian. 

For the Greenwich time of meridian passage 
take out from the Nautical Almanac the moon's dec- 
lination, correcting same up to the nearest minute of 
G. M. T. of meridian passage. The moon's semi- 
diameter and horizontal parallax are found in the 
Nautical Almanac for the given date. 

Correct the observed altitude for index error, 
and dip, also parallax minus refraction, which is 
found in Table 24 Bowditch. Then apply moon's 
semi-diameter, the result will be the moon's true cen- 
tral altitude, which subtracted from 90° gives the 
moon's Zenith Distance. Name this opposite to the 
bearing and apply the declination, following same 
rule as for the sun. The result is the latitude of the 
ship. 



99 



UTTMARK'S GUIDE 



Example for Practice 

December 19, 1918. Lat. 10° 59' N. Long. 67° 
30' W. by D. R. Observed altitude of moon's lower 
limb 80° 40' 30" N. Index error on the arc 2' 10". 
Dip for 20 feet. Required the latitude. 



SOLUTION 



Ob. Alt. Moon L.L. 

Index Corr. on the arc. — 

Correct Sextant Alt. 
Dip. for 20 feet 



. 80" 


W 


30" 


N 


. — 


2' 


10" 




. 80° 


38' 


20" 







4' 


23" 








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33' 


57" 




+ 


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27" 





Parallax — Refraction 



80° 43' 24" 

Semidiameter + IS' 59" 

True Central Alt 80° 59' 23" N 

Subtracted from 90° 89° 59' 60" 



Moon's Zenith Distance 9° 
Moon's Declination 19° 



00' 37" S 
45' 18" N 



Latitude of the Ship 10° 44' 41" N 



Merid. Pass, at Green... 18d 13h 6.6m 
Change for Ship's Long.. + 10.7 



Merid. Passage at Ship. 18d 13h 17.3m 
Longitude in Time + 4h 30m 

G. M. T. when Moon \, . ,. ^7 »„ 
Crossed Ship s Mend. ' 

Diff. Declination for 1 minute.. 6".483 

Multiplied by No. of Min- ) ._. 
utes Over the Hour > 



Correction for Declination 306" .64 



Decl. for 17 Hours 19° 50' 24.9" N 

Corr. for 47.3 Minutes. — 5' 6.6" 



Decl. Time of Sight.... 19° 45' 18".3 N 



Horizontal Parallax = 58' 35" 



100 



NAVIGATION PROBLEMS 



CHAPTER V. 



Logarithms 



In order to abbreviate the tedious operations of 
multiplication and division with large numbers, a 
series of numbers, called Logarithms, was invented 
by Lord Napier, by means of which the operation of 
multiplication may be performed by addition, and 
that of division by subtraction. Numbers may be 
involved to any power by simple multiplication and 
the root of any power extracted by simple division. 

In Table 42 are given the logarithms of all num- 
bers, from 1 to 9999; to each one must be prefixed 
an index, with a period or dot to separate it from the 
other part, as in decimal fractions; the logarithms of 
the numbers from 1 to 100 are given in that table 
with their indices; but from 100 to 9999 the index 
is left out for the sake of brevity; it may be supplied, 
however, by the general rule that the index of the 
logarithm of any integer or mixed number is always 
one less than the number of integral places in the 
natural number. Thus, the index of the logarithm 
of any number (integral or mixed) between 10 and 
100 is 1; from 100 to 1000 it is 2; from 1000 to 
10000 it is 3, etc. 

To find the logarithm of any function of an 
angle. Table 44 must be employed. This table is 
80 arranged that on every page there appear the 
logarithms of all the functions of a certain angle A, 

101 



UTTMARK'S GUIDE 



together with those of the angles 90° — A, 90°+ A, 
and 180° — A; thus on each page may be found the 
logarithms of the functions of four different angles. 
The number of degrees in the respective angles are 
printed in bold-faced type, one in each corner of the 
page; the number of minutes corresponding appear 
in one column at the left of the page and in another 
at the right; the names of the functions to which the 
various logarithms correspond are printed at the 
top and bottom of the columns. The invariable rule 
must be to take the name of the function from the top 
or bottom of the page, according as the number of 
degrees of the given angle is found at the top or bot- 
tom; and to take the minutes from the right or left- 
hand column, according as the number of degrees 
is found at the right or left-hand side of the page; 
or, more briefly, take names of functions and num- 
bers of minutes, respectively, from the line and 
column nearest in position to the number of degrees. 
The method of interpolating by inspection con- 
sists in entering that column marked "Di£f." which 
is adjacent to the one from which the logarithmic 
function for the next lower minute is taken, and 
finding, abreast the number in the left-hand minute 
column which corresponds to the seconds, the re- 
quired logarithmic difference; and the latter is to 
be added or subtracted according as the logarithms 
increase or decrease with an increased angle. Thus, 
if it be required to find log. sin 30° 10' 19'' find as 
before log. sin 30° 10' = 9.70115, then in the adja- 
cent column headed "Diff." and abreast the, number 
of seconds, 19, in the left-hand minute column will 

102 



NAVIGATION PROBLEMS 



be found 7, the logarithmic difference; add this, as 
the function is increasing, and we have the required 
logarithm 9.70122. If log. cosec 30° 10' W be 
sought; find log. cosec 30° 10' = 10.29885; then in 
the adjacent difference column, which is the same as 
was used for the sines, find as before the logarithmic 
difference, 7; and since this function decreases as 
the angle increases, this must be subtracted ; there- 
fore, log. cosec 30° 10' 19" = 10.29878. 

This method of interpolation by inspection is 
not available in that portion of the table where the 
logarithmic differences vary so rapidly that no values 
will apply alike to all the angles on the same page; 
on such pages the difference for one minute is given 
in a column headed "Diff. 1'," instead of the usual 
difference for each second; in this case the interpo- 
lation must be made by computation, the given dif- 
ference for one minute being D. In other parts of 
the table the interpolation by inspection may be lia- 
ble to slight error because of the variation in logarith- 
mic difference for different angles on the same page; 
but the tabulated values are sufficiently accurate for 
the calculations in navigation. 



103 



UTTMARK'S GUIDE 



Examples for practice: 






Answer 


No. 1 Log Secant 22° 20' 00''. 


= 10. 03386 


No. 2 Log Cosine 92° 40' 00". 


=. 8. 66769 


No. 3 Log Tangent 178° 10' 00". 


= 8. 50527 


No. 4 Log Secant 60° 58' 50". 


= 10. 31416 


No. 5 Log Sine 22° 13' 50". 


== 9. 57787 


No. 6 Log Tangent 10° 10' 10". 


= 9. 25377 


No. 7 Log Cosine 90° 10' 16". 


= 7. 47477 


No. 8 Log Tangent 2° 04' 09". 


. = 8. 55786 


No. 9 Log Cotangent 94° 54' 55". 


. == 8. 93450 


TABLE 45: LOGARITHMIC AND NATURAL 


HAVERSINES 





The haversine is defined by the following rela- 
tion: 

Hav. A= y^ vers. A = V2 (1 — cos. A) = Sin^ V2 A 

It is a trigonometric function which simplifies 
the solution of many problems in nautical astronomy 
as well as in plane trigonometry. To afford the maxi- 
mum facility in carrying out the processes of solution, 
the values of the natural haversine and its logarithm 
are set down together in a single table for all values 
of angle ranging from 0° to 360°, expressed both in 
arc and in time. 

Log Haversine 

Example for practice: 

Solution 
No. 1 Log haver. 8.02066 P. M. Observ. = OOh 47m Ols 
No. 2 Log haver. 7.95418 A. M. Observ. = 23h 16m 278 



Solution 

No. 1 177° 58' 00" Log. Hav. = 9.99986 

No. 2 70° 44' 45" Log. Hav. = 9.52520 

104 



NAVIGATION PROBLEMS 



CHAPTER VI. 

Longitude 

The earth rotates on its axis once in 24 hours and 
as a complete circle contains 360 ° therefore 360 ° =24 
hours; it necessarily follows that the distance East 
or West from any given point may be expressed in 
hours, minutes and seconds of time as well as in 
degrees, minutes and seconds of arc. At present the 
meridian which passes through Greenwich Observa- 
tory (England) is considered our prime or first meri- 
dian. If we have the means of finding the time at 
Greenwich, and at the same instant know the time 
on board ship or place, we can always find our longi- 
tude expressed in time by taking the difference be- 
tween the Greenwich and local time, converting this 
into arc which will give us the longitude required. 

The chronometer as used on board ship is regu- 
lated to Greenwich time. The ship's time at any 
given instance can be found by observations of the 
heavenly bodies, sun, moon, planets and fixed stars. 

The formula for finding the time or westerly 
hour angle (t) of any heavenly body is expressed as 
follows: 

• 2 1 / 1 ^^^ ^ ^^^ (S-h) 

Bin y2 = — ; — — transposmg we have 

cos L sin r 

hav. t = cos S sin (S-h) sec. L cosec. P where 

g^ h + L -f P 



105 



UTTMARK'S GUIDE 



h = true alt. of the heavenly body. 

L == Lat. of ship or place. 

P = Polar distance of the heavenly body. 

t = The westerly hour angle of the heavenly body. 

The best time for observation to obtain longitude 
by time sight is when the heavenly body is on or near 
the prime vertical, but care should be taken not to 
take observation when the object is too near the hori- 
zon. Eight to ten degrees should be the least altitude 
because the refraction is very great and uncertain 
when the body is below that altitude. 

Rules for Finding Longitude by the Sun, Ob- 
serve the altitude, note the time by chronometer, fol- 
lowing rules as given on page 35, paragraph 95. 
Always convert civil time into astronomical time 
because when using astronomical time the work be- 
comes simpler, and the problems clearer. 



106 



NAVIGATION PROBLEMS 



Example for Practice 

March 21, 1918, time at ship A. M. Observed 
altitude of the sun's lower limb 22° 13' 50'', index 
correction on the arc 1' 20". Chronometer at con- 
tact 2h 53m 58s A. M. Correction for chronometer 
error 7m 15s to be subtracted. Latitude by D. R. 
10° 50' 10" S. Height of eye 25 feet. Required the 
longitude. 



SOLUTION 



Observed Alt. Sun's LL. 22° 13' SO" 
Index Correction — 1 20 



Dip for 25 feet. 



22 12 30 
— 4 54 



Refraction 



22 07 36 
— 02 22 



22 05 14 
Parallax + 08 



22 OS 22 
Semidiameter + 16 05 



True Altitude 22 21 27 

Latitude 10 SO 10 S 

Polar Distance 89 S2 23 



Chr. at Sight Mar. 20d 14h 53m S8s 

Accumulated Rate. — 7 IS 



G. M. T Mar. 20dl4 46 42 



Hourly DifJ. of Decl "1 59" 

Multiplied by the No. of \ 14.8 
hours from Green. Noon J 

873.2" 

Corr. for Decl. 14' 33" 

Decl. for Green, Noon... 0° 22' 10" S 

Correction *... — 14 33 



Decl. at Time of Sight... 07 37" S 
Applied to 90° 89° 59' 60" 



Gives Polar Distance 89 52 23 



Sum or 2S 123 04 00 



J4 Sum or S 61 32 00 

True Altitude Subtr 22 21 27 



Remainder or (S— H) 39 10 33 



Log. Secant 0.0O781 

Log. Cosecant O.OOOOO 



Log. Cosine 9.67820 

Log. Sine 9.80051 



Hour Angle or A. T. S. . . 19 31 02 
Equation of Time + 7 35 



M. T. S. March 20 19 38 37 

G. M. T. March 20 14 46 43 



Longitude in Time 4 51 54 



Longitude 72° 58' 30" E 



Log. Haversine 9.48652 

Hourly Diff. of Equation 1 0.74Ssec 
Multiplied by the No. of \ 14.8 
Hours from Green. Noon.. J 

Correction for Equation 11 sec 



Eq. T. Noon Mar. 20d 7m 46sec. 

Correction 11 



Equation at Time of Sight. . . 7m 3Ssec 



107 



UTTMARK'S GUIDE 



CHRONOMETER RATES 

Example for Practice 

On July 19 the chronometer was slow 2m 1.8s 
and gained 1.7s daily. What will he the error on 
December 5 same year. 

SOLUTION 

July 19th, Chr 2m Ols.S slow 

Gained in 139 days 3m 56s.3 (gaining) 

Chr. error or rate Dec. 5 Im 548.5 fast 

Note. — ^From July 19th to December 5th same 
years is 139 days which multiplied by the daily rate 
of l.Ts gives 3m 56.3s. 

139 
1.7 



97.3 
139 



60)236.3 (3 or 3m 56s.3 
180 



56 



Example 2 

On February 28 chronometer fast 7m 00 sec. and 
losing 2.8s daily. What will be the error on July 28 



same year? 



SOLUTION 



Feb. 28th, Chr 7m OOs fast 

Lost in 150 days 7m OOs (losing) 



Chr. error or rate July 28. . Om OOs fast or slow 
108 



NAVIGATION PROBLEMS 



Note. — From February 28th to July 28th same 
year and not leap year, is 150 days which multiplied 
by the daily rate of 2.8s gives 7m OOs. 



150 
2.8 



1200 
300 



60)420.0 (7m 
420 



000 



LONGITUDE BY CHRONOMETER ALTITUDE 
SIGHT OF THE SUN 

(Backing and Filling Problems) 

Supposing we have had no observations during 
the night and we are taking an observation for time 
sight of the sun in the morning. In order to get a 
correct result in computing our longitude we must 
have the accurate latitude, but if we have had no 
astronomical fix since noon on the previous day our 
latitude is uncertain and we must therefore wait until 
noon in order to get our latitude by meridian obser- 
vation of the sun, and then work backwards in order 
to find latitude when we took morning observation. 

Rules for Working 

When the sun is at least eight or ten degrees 
above the horizon measure the altitude, note the time 
by chronometer, also the time at ship, log and course 
ship is steering. Correct the sun's altitude, obtain 
declination and equation of time from Nautical Al- 
pianac, then wait until noon and obtain your latitude. 

109 



UTTMARK'S GUIDE 



With the true course and distance run between morn- 
ing sight and noon obtain from table No. 2 Bowditch 
your difference of latitude and departure and convert 
your departure into longitude. To the latitude at 
noon apply your difference of latitude, naming this 
North if you have sailed South between morning and 
noon, or South if your course was in Northerly direc- 
tion. This will give you the latitude when you took 
A. M. sight. Then with the altitude, the correct lati- 
tude and polar distance obtain your longitude in the 
usual way and to this apply your difference of longi- 
tude ; East if you have sailed in Easterly direction or 
West if in Westerly direction. The result will be 
your longitude at noon. Note, longitude and latitude 
obtained by observation of sun or stars is called an 
astronomical fix. 

Example for Practice 

December 25, 1918, time at ship A. M. Ob- 
served altitude of the sun's lower limb 35° 40' 00". 
Index error 1' 30'' on the arc. The chronometer at 
time of contact Ih 03m 40s P. M. Log showing 10 
miles. Height of eye 18 feet. Correction for chro- 
nometer rate to be figured out according to the fol- 
lowing: 

On September 10, 1918, chronometer was fast 
10m 59s and losing 0.9 seconds daily. 

Between morning sight and noon the ship sailed 
N N W % W by compass, variation 1V2° W, devia- 
tion 9^2° E. Log showing 70 miles at noon. The 
meridian altitude of the sun's lower limb was then 
observed 48° 50' 10" S. Index error on the arc 
1' 30". Longitude by D. R. 47° 15' W. Height of 
eye 18 feet. Required the latitude of the ship at 
noon and at time of morning sight, also the longitude 
of ship at time of A. M. sight and at noon. 

110 



NAVIGATION PROBLEMS 



SOLUTION 

Sept. 10th, Chron 10m 59a fast 

Lost in 106 days Im 35s.4 (losing) 



Chron. error or rate on Dec. 25 9m 23.6 fast 

From September 10th to December 25th same 
year = 106 days which multiplied by the daily rate 
of 0.9 sec. gives Im 35s.4. 



Ob. Alt. Sun's LL 48° SO' 10" S 

Index Correction — 1 30 

48 48 40 

Dip for 18 feet — 4 09 

48 44 31 

Refraction , — 51" 

48' 43 40 

Parallax + 6" 

48 43 46 

Semidiameter -f- 16 18 

True Central Altitude... 49 00 04 S 

Subtract from 90° 89 59 60 

Zenith Distance 40 59 56 N 

Declination 23 24 52 S 

Latitude at Noon 17° 35' 04" N 



App. Noon at Ship Dec. 25d Oh Om Os 
Longitude in Time W +.. 3h 09m 00s 



G. A. T Dec. 25d 3 09 00 

Eq. Time — 3 

G. M. T Dec. 25d 3h 08m S7s 



Hourly Diflf. for Declination 3.35 

3.2 

Multiplied by No. of Hours \ 

from Greenwich Noon j 670 

lOOS 

Correction for Declination... 10.720 

Declination at Gr. Noon 23° 25' 02.2" S 

Correction — 10.7 



Declination at Sight.,.. 23"' 24' Sl.S* S 



111 



UTTMARK'S GUIDE 



Comp. 


Course . . . 


...N. N. W. J4 W. = N. 31° W 

Deviation = 9° 30' E 


Magn. 




— N. 21° 30' W 




Variation = 1° 30' W 



True Course = N. 23° 00' W 



T. C. 


Dist. 


LAT. 


DEP. 


N 


S 


E 


W 


N. 23 W 


60 


SS.2 


- 


- 


23.4 



Diff. of Long. = 24' 30" W. 



Latitude Left, Noon 17° 35' 04" N 

Difference of Latitude... 55' 12" S 



Lat. A.M..., 16° 39' 52" N 

Ob. Alt. Sun's LL 35° 40' 00" 

Index Cor — 1 30 



Dip for 18 feet. 
Refraction 



35° 38' 30" 
— 4' 09" 



35° 34' 21" 
— 1' 21" 



35° 33' 00" 
Parallax + 7" 



35 33 07 
Semidiamter + 16' 18" 



True Altitude 35° 49' 25" 



Longitude Left, A. M... 50° 53' 45" W 
Difference of Longitude. 24' 30" W 



Longitude at Noon 51° 17' 15" W 

Chr. at Sight, Dec. 2Sth Ih 03m 40s 
Accumulated Rate 9 23.6 



[. T Dec. 2Sd Oh S4m 16.4s 



Hourly Difli or Decl 1 3.34 

Multiplied by the No. of \ 0.9 
Hours from Green. Noon J — — 



3.015 



Decl. for Green. Noon... 23° 25' 2" S 
Correction 3" 



Decl. at Time of Sight.. 23° 24' 59" 
Applied to 90° + 90 00 00 



Gives Polar Distance 113 24 59 



Latitude A. M 16° 39' 52" N Log. Secant 0.01863 

Polar Distance 113° 24' 59" Log. Cosecant 0.03732 



&im or 2S 165° 54' 16" 



J4 Sum or S 82° 57' 08" 

True Altitude Subtr 35° 49' 25" 



Remainder or (S— h).... 47° 07' 43" 



Log. Cosine , 9.0 

Log. Sine 9.86503 



Hour Angle or A. T. S.... 21h 30m 47s Log. Haversine 9.00982 

Equation of Time — 06 

Hourly Diflf. of Equation Mul- 1 1.24 
tiplied by the No. of Hours [• 0.9 
from Green. Noon J 



M. T. S Dec. 24d 21h 30m 41s 

G. M. T Dec. 25d 00 54 16 



Longitude in Time 3 23 35 



Longitude 50° S3' 45" W 



Correction for Equation 1.116 

Equation for Green. Noon.... Om 06.8s 
Correction — 1.1 



Equation at Time of Sight... Om 5.7s 



112 



NAVIGATION PROBLEMS 



LONGITUDE BY EQUAL ALTITUDE 

Occasionally in cloudy weather the sun may 
come out of the clouds when so near noon that an 
ordinary time sight cannot be taken. We can then 
avail ourselves of the equal altitude problem which 
is explained on page 36. 

Example for Practice 

July 28, 1918, in latitude by D. R. 18° 37' S, 
longitude 170° 48' W. Chronometer at first altitude 
10 h 39m 57s P. M. Chronometer at second altitude 
llh 51m 29s P. M. Chronometer slow 14m 19s. Ship 
sails S by W true at a speed of 12 knots per hour. 
First altitude 52° 21'. Required longitude at noon 
and second sextant altitude. 



113 



UTTMARK'S GUIDE 



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NAVIGATION PROBLEMS 



LONGITUDE BY SUNSET AND SUNRISE 

Quite often after a cloudy day it clears a little 
near the horizon and we may see the sun just before 
it sets, but too low to take an ordinary observation. 
We may then observe the upper limb at the instant it 
disappears from view, and obtain the longitude ac- 
cording to rules given on page 37, paragraphs 97, 98. 
Owing to the uncertainty of the refraction, too great 
reliance should not be placed on this, but is very 
useful in obtaining approximate position of the ship. 
The sunrise sights are seldom successful. 

Example for Practice 
On May 15, 1918, observed the sun's upper limb 
in contact with the horizon at setting. The chronom- 
eter showing 2h 49m 59s P. M. Correction for chro- 
nometer rate 9m 9s to be added. Latitude by D. R. 
38° 50' 00'' N. Height of eye 52 feet. Required the 
longitude, 

SOLUTION 



Chronometer May ISd 2h 49m S9s 

Rate — 9 09 



G. M. T May 15d 2h S9m 08s 



Latitude (L) 38° 50' 00" N 

Polar Distance (P) 71° 13' S3" 



Neg. Alt. (h). 



110° 03' 53" 
. — 59' 15" 



Sum (2S) 109° 04' 38" 



Half Sum (S) 54° 32' 19" 

Neg. Alt. (h) + 59' 15" 



Remainder (S— h) 55° 31' 34" 



Decl. Green. Noon 18° 44' 19" N 

Correction for 2.8 hrs... + 01' 47.6" 



Declination at Sight. 
Apply to 90° 



18° 46' 07" N 
90 00 00 



Polar Distance (P) 71° 13' S3" 

Eq. T. Green, noon 3m 48.5s 

Correction None 



Ey. T. at Sight 3m 48.5s 



L. Log. Sec 0.10848 

P. Log. Cosec 0.02373 

S. Log. Cos 9.76354 

(S— h) Log. Sin 9.91612 



A. T. S. (t) 7h 09m 05s Log. Hav 9.81187 

Eq. T — 3m 49s 

M. T. S 

G. M. T 



May ISd 7h OSm 16s Obs. Alt. Sun's LL. 

May ISd 2h 59m C3s Dip. 52 feet 

Refr 

Longitude in Time 4h OSm 08s S. D 



Sum 

Parallax 

Longitude 61° 32' 00" E Neg. Alt. 

115 



= 00 00 00 

= — 7' 04" 

= — 36' 29" 

= — 15' 51" 

= — 59' 24" 
+ 9" 

= — 59' IS" 



UTTMARK'S GUIDE 



CHAPTER VII 

Deviation of the Compass by Amplitude 

This problem may be worked by the use of datas 
found in Bowditch Table No. 39. Explanation of 
this method is found on page 39 Guide Book. The 
problem is generally worked by the use of logarithms 
according to the formula Sin. A = Sec. L. sin. D 
where A is the amplitude of the heavenly body, L the 
latitude of ship or place and D the declination of the 
heavenly body. 

Rules for Working 

To the log. sec. of Lat. taken from Table 44 Bow- 
ditch add the log. sin. of the declination; the result 
is the log. sin. of true amplitude; name this North 
or South according to the declination; and East if the 
observation is taken when the object is rising, or 
West if the object is setting. Under this true ampli- 
tude write down the compass amplitude or bearing; 
subtract the lesser from the greater. The result is the 
total error. Name the total error as follows: 

Refer both the compass bearing and the true bear- 
ing or azimuth to a compass card, and look at them 
from the center of the card, then if the true bearing 
were seen to the right of the compass bearing, the 
total error would be easterly; but if the true bearing 
were seen to the left it would be westerly. 

To name the deviation, mark the total error and 
the variation on a compass card and if, when looking 

116 



NAVIGATION PROBLEMS 



from the center of the card, the total error were seen 
to the right of the variation, the deviation is Easterly, 
but if to the left hand, the deviation is Westerly. 

Example No. 1 

June 22, 1918, chronometer 2h 11m 24s A. M. 
Chronometer error 24m 53s fast. Latitude of the 
ship by D. R. 42° 52' N. Sun's compass bearing at 
rising E. 2Sy2° N. Variation given by chart for the 
ship's position 5^° E. 

Required the deviation. 



SOLUTION 

Latitude 42" 52' N Log. Sec. 

Declination 23° 27' N Log. Sin.. 

True Amplitude E 32° 53' N Log. Sin.. 

Compass Bearing E 23° 30' N 



0.13493 
9.59989 



9.73482 



Total Error 9° 23' W 

Variation 5° 30' E 



Deviation 14° S3' W 



ytcar 




Example No. 2 

February 21, 1918, G. M. T. llh 11m 12s A. M. 
Latitude of the ship by D. R. 40° 40' N. Sun's com- 
pass bearing at rising E. 2° N. Variation given by 
chart for the ship's position 5° W. 

Required the deviation. 

117 



UTTMARK'S GUIDE 



SOLUTION 



Latitude 40° 40' N 

Declination 10" 52' S 



True Amplitude E 14° 23' S 

Compass Bearing E 2° 00 N 

Total Error 16° 23' E 

Variation S° 00 W 



Log. Sec 0.12004 

Log. Sin 9.27S37 

Log. Sin 9.39S41 




Deviation of the Compass by Time Azim,uths 
Using Azimuth Tables 

In working this problem we require the apparent 
time at ship, the position of the ship by D. R. Use the 
nearest degree of latitude. The declination of the 
heavenly body is taken from the Nautical Almanac; 
use the nearest full degree. 

The Azimuth tables consist of three parts. Part I 
is used on the equator. Part II when latitude and 
declination have same names. Part III when latitude 
and declination have different names. To name error 
and declination follow same general rules as for 
amplitude. 

Example No. 1 

3:10 P. M. apparent time at ship. The sun bore 
by compass N. 135° W. Latitude by D. R. 25° N. 
Declination of the Sun 20° S. Variation 5° W. 

Required the deviation. 

118 



NAVIGATION PROBLEMS 



SOLUTION 
Latitude of the Ship to the Nearest Degree 

by Dead Reckoning 25° N 

Declination of the Sun to the Nearest Degree 

for the Given Day 20° S 



Corrected Local Apparent Time at Bearing . 3h lOm P. M. 
Bearing of the Sun according to Compass. . .N 135° 00' W 
True Bear, of the Sun as per Azimuth Table. N 129° 51' W 

Their Diff. is the Total Error of the Compass 5° 09' E 

Variation given by the Chart for the Ship's 

Position 5° 00 W 



Deviation of the Compass for the Ship's Head 

at the Time the Sun's Bearing was Taken . 10° 09' E 

Example No. 2 

8h 05m A. M. Apparent time at ship. The sun 
bore by compass N. 92° E. Latitude by D. R. 35° N. 
Declination of the sun 10° N. Variation 15° E. 

Required the deviation. 

SOLUTION 

Latitude of the Ship to the Nearest Degree 

by Dead Reckoning 35° N 

Declination of the Sun to the Nearest De- 
gree for the Given Day 10° N 

Corrected Local Apparent Time at Bearing 8h 05m A. M. 



Bearing of the Sun according to Compass. . .N 92° 00 E 
True Bear, of the Sun as per Azimuth Table. N 100° 10' E 

Their Diff. is the Total Error of the Compass 8° 10' E 

Variation given by the Chart for the Ship's 

Position 15° 00' E 



Deviation of the Compass for the Ship's Head 

at the Time the Sun's Bearing was Taken. 6° 50' W 

119 



UTTMARK'S GUIDE 



Deviation of the Compass by Altitude-Azimuth 

This problem is fully explained on page 39, para- 
graph 102 (Guide Book). 



Example for Practice 

March 20, 1918, about lOh 00m A. M. at ship. 
Observed altitude of the sun's L. L. 34° 20'. Lati- 
tude by D. R. 40° 20' 00'' N. Long, by D. R. 45° W. 
Chronometer showing G. M. T. Ih 00m P. M. Sun 
bears by compass N. 125° E. Variation given by 
chart 7° E. Height of eye 16 feet. 

Required the deviation. 



SOLUTION 



Observed Altitude 

Correction 16 feet 

True Altitude 


.. 34° 20' 
. + 10' 

. 34° 30' 


00" 
51" 

51" 

09" 
59" 


s 


Alt. Log. Sec 

Lat. Log. Sec 

S. Log. Cos 

(S— P) Log. Cos.... 
Log. Hav 

Sup. Azimuth 

True Azimuth 

Compass Bearing... 

Total Error 

Variation 




0.08408 
0.11788 

9.10990 


Decl. Greenwich Noon.. 


. 0° 22' 


9.99601 




180° 00' 
53° 






9.30787 


Declination at Sight... 
Applied to 90° 


....0° 21' 
.. 90° 


10" 


s 


00" 
35' 00" 


Polar Distance 

True Altitude 


. 90° 21' 
. 34° 30' 
. 40° 20' 


10" 
51" 
00" 


N 


.. N 126° 25' 
.. N 125° 00' 


00 E 
00 E 


Latitude 


1° 25' 
7° 00' 


E 


Sum (28) 


..165° 12' 


01" 




E 


Half Sum (S) 


. 82° 36' 
. 90° 21' 


00" 
10" 




5° 35' 


W 


Polar Distance (P).... 






Remainder (S — P) 


. 7° 45' 


10" 







i 



120 



NAVIGATION PROBLEMS 



CHAPTER VIII 

THE TIDES 

or Finding Time of High Water and Low Water at 
any given place 

See explanation in Guide Book, page 38, para- 
graph 100. 

Example for Practice No. 1 

Required time of high water (a) A. M. and (b) 
P. M. at Boston, Mass. (Navy Yard flagstafif), on Sept. 
19, 1918. 

From Bowditch Practical Navigator, page 282, 
under Maritime Positions and Tidal Data, we find 
Boston, Mass., Navy Yard flagstaff in long. 71° 03' W 
or approximately 5h from Greenwich. 

High water constant or Lunar Interval llh 27m. 

Low water constant or Lunar Interval 5h 17m. 

NOTE — High water and low water constants for any given port are 
found — see index to appendix No. 4 Bowditch Navigator, pages 
279-318. 

Example No. 2 

Required time of (a) high water and (b) low 
water A. M. at San Francisco Davidson Observatory 
on March 26, 1918. 

San Francisco, long. 122° 25' W (or approxi- 
mately 8 hours). 

High water constant 12 hours 7 minutes. 

Low water constant 5 hours 34 minutes. 
121 



UTTMARK'S GUIDE 



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NAVIGATION PROBLEMS 



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123 



PART III. 
SEAMANSHIP 

115. — *Name the Engineer* s Bells. 

One bell Go ahead slow 

Jingle bell additional . . . Full speed ahead 
One bell, if under full speed . . Slow down 

One bell additional Stop 

Two bells additional .... Astern slow 
Jingle bell additional . . . Full speed astern 

Whether going astern slow or at full speed, one 
bell always stops the engines. 

If running under full speed, and the engineer re- 
ceives four quick bells, it is a signal of emergency and 
means that the engines are to be reversed at full speed 
astern without waiting for the jingle bell. 

116. — ^What is the Engine Room Telegraph? 

An electrical or mechanical system of wires, in- 
dicators, etc., located in and between the pilot house, 
bridge and the engine room, and by means of which 
the orders for moving the engines are indicated on 
the dial. 

117. — *How do You Mark a Lead Line? 

The hand lead line has nine marks and eleven 
deeps; the marks are as follows. 

At 2 fathoms from the lead with 2 strips of 
leather. 

At 3 fathoms from the lead with 3 strips of 
leather. 

125 



UTTMARK'S GUIDE 



At 5 fathoms from the lead with a white rag. 

At 7 fathoms from the lead with a red rag. 

At 10 fathoms from the lead with leather with a 
hole in it. 

At 13 fathoms from the lead witha blue rag or 
3 strips of leather. 

At 15 fathoms from the lead with a white rag. 

At 17 fathoms from the lead with a red rag. 

At 20 fathoms from the lead with two knots. 

The deeps are unmarked fathoms. The deep 
sea lead is marked the same as the hand lead up to 
twenty fathoms, after which it is marked as follows: 



At 25 


fathoms with 


1 knot. 


At 30 fathoms with 3 knots. 


At 35 


fathoms with 


1 knot. 


At 40 fathoms with 4 knots. 


At 45 


fathoms with 


1 knot. 


At 50 fathoms with 5 knots. 



And so on, the markings of the line are continued 
up to 100 fathoms. 

118. — *How would you Heave a Steamer To in a 
Gale? 

There are several ways of doing this and it is de- 
pendent upon the size of the vessel, draught, etc. 
For a comparatively short, ordinary draught vessel, I 
would head her to the sea and keep the engines turn- 
ing sufficiently fast to maintain steerage way, but not 
to drive her into it, otherwise she would ship heavy 
water forward. Another way is to take the seas al- 
most three points on the bow so that her head may 

126 



SEAMANSHIP 



keep lifting easily to the seas. To keep her in this 
position and prevent her head from falling off when 
the seas strike the bow, a little after canvas could be 
set. It has been demonstrated that if the engines 
are stopped and the vessel allowed to take her own 
position, she will quarter to the sea, so her propeller 
will act as a drag. This is rapidly growing to be a 
favorite way of heaving-to for a long, deep, screw 
steamer. She could also be hove-to under a drag 
either from the bow or quarter. 

119. — *How would you Heave To with Disabled 
Machinery? 
I would heave to in the way just described or 
employ a drag or sea anchor. 

120. — ^Explain Use and Construction of a Drag? 

A drag is used to keep a ship's head to the sea. 
In construction it may either be a cornucopia, a kite 
or a spar drag. The cornucopia drag consists of a 
large iron ring with a long funnel-shaped canvas bag 
lashed to it. From the small end of this long bag a 
tripping line is bent to haul it inboard when desiring 
to put it out of use. A bridle of either three or four 
parts of rope is made fast on the large iron ring and 
from the centre of the bridles (the middle of the ring) 
a hawser is bent which leads either through the 
weather hawse pipe or through the bow check, or 
over the quarter. 

The kite drag consists of the spars lashed or 
pinned through the centre, and around the extremi- 
ties of the spars a chain is secured to keep them from 
closing and to weight the drag sufficiently to keep the 

127 



UTTMARK'S GUIDE 



spars submerged. Sometimes a small kedge anchor 
or a length of chain is secured to the lower end of 
the spar for additional submerging purposes. A 
bridle is formed of four parts for a hawser to be bent 
into, and a tripping line is secured to the lower end 
of the spar to pull the kite inboard. 

A single spar may be used as a horizontal drag 
by forming a bridle from end to end, into the sling 
of which a hawser is bent. To the centre of this 
spar a small kedge anchor is secured to hold it down 
in the water and give it resisting power. A tripping 
line is secured to one end of the spar. 

121. — *How Would You Steer if Rudder Were Lost? 

There are various ways of doing this. One way 
would be to take a spar and bolt pieces of plank on 
to same so that that it would resemble the blade of 
an oar. It would then be launched over the middle 
of the taffrail with the blade end in the water and the 
upper part of the spar secured to the taffrail. The 
blade end would have hawsers attached to each side, 
and these hawsers would lead inboard over each 
quarter and have a watch-tackle attached to the 
inboard ends. A good weight would be used on the 
outboard end of the spar to keep this jury-rudder 
down in the water. By hauling on the tackles the 
blade end of this rudder could be swept from port 
to starboard, and vice versa, and the ship's head 
thereby controlled. 

Another way is to let run a heavy hawser over 
the middle of the taffrail, with rope guys secured on 
the outboard end, and these are led inboard over the 

128 



SEAMANSHIP 



quarters and hauled in as desired. A bight would 
thus be formed by the submerged end, which would 
act on the principle of a rudder. 

Still another way is to take a vessel in tow, which 
latter, by signal from the vessel ahead, will port or 
starboard her helm as desired, and thus steer the 
vessel ahead. 

It has been found by experience that a screw 
steamer with engines turning, and with lost or dis- 
abled rudder will walk right up to windward, pro- 
vided no attention is paid to the steering of the vessel. 
The theory is that the screw naturally turns the ves- 
sel's head around until the bow is brought against 
the wind, which counterbalances the natural effect 
of the screw in swinging the ship's head, and under 
these conditions the steamer will keep walking to 
windward. This is of particular value in the case of 
a vessel meeting with an accident to her rudder when 
on a lee shore. 

122. — *What is the Action of a Right-Handed Screw 
Propeller? 

A right-handed screw propeller revolves from 
the port to the starboard side of the ship during the 
upper part of the revolution while the engines are 
working ahead, and with the helm amidships tends 
to send a ship's head to the port side of her course, 
having he same effect as though she carried a star- 
board helm. When the engines are working astern, it 
throws the ship's head to the starboard of her course. 

You cannot cant a vessel's head to port with a 
right-handed screw propeller when going astern, as 

129 



UTTMARK'S GUIDE 



no matter which way you put the helm she will go 
to starhoard. 

123. — *What is the Action of a Left-Handed Screw 
Propeller? 

A left-handed screw propeller revolves from the 
starhoard to the port side of the ship during the 
upper part of its revolution while the engines are 
working ahead, and with the helm amidships it tends 
to throw the ship's head to starboard of her course. 
When the engines are working astern it tends to 
throw the ship's head to the port side of her course. 

124. — ^Before Getting Underway What Would You 
Do? 

Get a report from the engine room that every- 
thing is ready in that department; see that there is 
nothing foul of or likely to foul the propeller, and 
ohserve that the engine room bells, or telegraph, 
wheelropes and rudder are in working order. 

125. — ^Should You Run Aground, What Would 
You Do? 

Do not at once reverse the engines to back off, 
because, if the ship had injured herself badly she 
might sink after reaching deep water. Find out the 
amount of damage incurred, and whether she was 
likely to float if backed off. If the latter, back her 
off, assisting her, if possible, with the kedge anchor 
carried out astern in one of the boats, having a long 
line bent on to it to heave on. If the vessel was not 

130 



SEAMANSHIP 



likely to float, hold her to the ground by turning the 
engines ahead while getting out the boats. 

126. — *HoM? Would You Relieve Strain on the 
Cables? 
Steamers when lying at anchor in heavy weather 
can greatly relieve the strain on their cables by turn- 
ing the engines over just fast enough for the purpose. 

127. — *In a Narrow Channel How Would You Make 
a Short Turn? 

By making use of the jib or spanker, as the 
direction of the wind suggested. 

128. — *How Would You Bring a Steamship to 
Anchor? 

If possible, acquaint the engineer some little 
time before coming to anchor so that the fires might 
be allowed to burn down, the pressure of steam 
relieved, and the necessity of blowing off avoided. 

To anchor a steamship head on to the tide, slow 
down in good time, and when near the berth selected, 
stop, and reverse the engines, and when she begins 
to go astern, drop anchor and pay out the cable to 
the required amount. 

To anchor a steamship when running with the 
tide give her a sheer after the engines have been 
stopped and her head-way lost, then drop the anchor, 
and she will not overrun her cable. 

If there is but little tide or wind, run up to your 
anchorage, stop, then reverse engines so as to give her 
a little sternway, and drop anchor. 

131 



UTTMARK'S GUIDE 



When through with the engines, signal to the 
engineer hy any understood code between the bridge 
and the engine room. 

129. — *How Would You Moderate the Racing of the 
Propeller? 

By never running the engines at full speed in a 
heavy sea, for when the propeller comes out of water 
by the elevation of the stern, the resistance of the 
blades ceases, the engines will race around, and the 
shaft will be in a danger of breaking. 

130. — *How Much Chain Would You Pay Out in 
Anchoring? 

Ordinarily about three times as much chain as 
there is depth of water, where there is but little wind 
and tide; but this amount would be increased accord- 
ing to circumstances. 

131. — *How Would You Handle a Leak? 

Upon springing a leak start all the pumps 
going, and if the vessel had water tight compart- 
ments, see all sluice gates closed. If the leak were 
near the water line, say on the starboard side, list 
her to port by ali available means, so as to bring 
the injury into view. It might then be possible, in a 
wooden vessel, to nail sheet-lead or planking over it; 
but if an iron vessel, it must be stopped with the aid 
of a sail, or shored up from inside. If the leak were 
a dangerous one, and too far below the water-line 
to reach it from the outside, heave the ship to, take 
a strong sail, and after fastenings guys to each 

132 



SEAMANSHIP 



quarter, pass the bights of the two lower guys under 
the keel with a lead bent on them to sink the rope, 
then haul taut all the guys, gradually drawing the sail 
down the side and along the bottom of the vessel, 
feeling for the leak, and when the sail is over it, the 
canvas will be sucked into the opening, and in all 
probability the leak will either be stopped or lessened. 
Always work the sail from forward towards aft. Now 
frap it down with good manilla rope passed from 
rail to rail under the keel and haul taut with tackles. 
In the case of a steamer carrying sail, and springing 
a leak in the vicinity of the water-line, the best thing 
in general is to put the vessel on a favorable tack, 
stop the engines and list her so as to raise the injured 
part as much as possible outof the water by moving 
all available weight to leeward, swinging out and fill- 
ing up the lee boats with water by means of the deck 
deck pumps, and by filling up the lee boilers and 
drawing the fires and blowing off the water in the 
weather boilers. If in spite of all that had been done 
the vessel continued to leak dangerously, then, if in 
vicinity of land, try to gently beach her. 

U2.—*What Would You Do in Case of Fire? 

Ring the ship's beU rapidly as a fire quarters 
signal, then station a reliable man at the wheel; if 
the fire is forward put the ship before the wind, but 
-if the fire is aft keep the ship to the wind. If powder 
is carried, flood the magazine. Now try to stifle the 
fire by shutting off any draught of air, or smothering 
it with wet blankets, etc., until the fire hose can be 
brought into play, or water drawn from over the side 

133 



UTTMARK'S GUIDE 



by a bucket gang. If the fire breaks out from below, 
and is continually gaining headway, cover the hatches 
and lead the fire hose through a hole made in the 
deck, or break a pane of glass in the skylight. If, in 
spite of all that can be done, it is seen that the ship 
cannot be saved, then see the boats clear for lower- 
ing, and put into each a compass, breaker of water, 
bag of biscuits, provisions, blankets, oil-skins, a 
lantern, oil, matches, the boat's mast and sail, and 
such small stores as may be handy and useful while 
adrift in the boats, and station trustworthy men at 
the boatfalls until the boats are lowered into the 
water. The Captain's boat should be provided with 
the chronometer, sextant and chart, in addition to 
the rest of the stores. If, during the progress of the 
fire, the boats are seen to be in danger, then provision 
and equip them as above, and either let them drop 
astern by their painters, or let them lay off in a string 
to windward with a boatkeeper in charge, until they 
are required. The officers and crew are to assist the 
passengers to life saving equipments. If the vessel 
is near shore, and the fire gaining rapidly, then get 
the vessel into shallow water and open all sluices and 
sea cocks so as to scuttle her. The raising of the ves- 
sel may afterwards be effected. 

133. — *How Would You Act if a Collision Were 
Threatened? 
If there were room for maneuvering, alter the 
helm as circumstances prompt, or go full speed 
astern. If it were seen that a collision was unavoid- 
able, try to strike or to receive a glancing blow 

134 



SEAMANSHIP 



instead of a head-on blow, as the latter would prob- 
ably sink one or both vessels, while a glancing blow 
would be liable to expend its force above the water- 
line, and merely damage the boats, rail, davits, top- 
sides, etc. The officers and crew must assist the pas- 
sengers to life saving equipments after a serious col- 
lision. 

134. — *What Would You Do After a Collision? 

At once see if the vessel were in danger of sink- 
ing, and if so, signal for assistance by the continuous 
blowing of the steam whistle, or by other means. 
Also see the boats ready for lowering and station the 
crew to prevent confusion and crowding, and order 
them to see that the passengers put on life preservers 
properly. If the vessel were near a favorable shore, 
and in danger of sinking, try to beach her. Also see 
to it that the fire hose were led along in case of fire 
breaking out on account of the collision, and make a 
point of standing by the other vessel if she needed 
any assistance. 

135. — *What Do You Understand About Ground 
Tackle? 
It refers to the ship's bower-anchors, cables, 
spare anchors, kedge anchor, spare chain, windlass, 
anchor capstan, etc. In fact, it refers to all the gear 
used in the mooring of a vessel. 

136. — *What Should a Steamer Do When Making 
Land? 

Keep a good lookout, and keep the lead going. 
135 



UTTMARK'S GUIDE 



If in a fog she should slow down the engines and keep 
the whistle going. 

137. — *What is Dunnage? 

Loose pieces of short wood, also long lengths 
of wood, or other material, laid on the flooring of 
the ship to prevent injury to cargo by contact with 
water in the event of the ship leaking, and the rising 
of the water above the floor. Dunnage is used for 
separating certain cargo and to prevent chafing, also 
for keeping the cargo secure. 

138. — *How Would You Prepare a Ship's Hold for 
Receiving Cargo? 

Sweep the hold clean and the remainder of the 
preparation would depend upon the character of the 
cargo to be taken on board. If it were coal or grain 
cargo, partition the hold by erecting bulkheads so 
that the cargo could not shift, and take care to keep 
the vicinity of the pump-wells clear, so as to guard 
against danger from choking. Also all sluice gates 
should be kept clear for closing as well as bulkhead 
doors, and before taking in cargo, the limbers should 
be clear, and the limber chain found to work freely. 

139. — *What Dunnage is Required in the Bilges, On 
the Floors and On the Sides? 

In the bilges 14 inches, on the floors 9 inches, 
on the sides 4 inches, and in the 'tween decks 2 
inches. Dunnage in the hold is to be laid fore-and- 
aft, and in the 'tween decks thwartships. 

136 



SEAMANSHIP 



140. — *What Are the General Rules for Stowing 
Cargo? 

In stowing certain cargo, proceed as follows: 
In loading iron rails stow them fore and aft until 
they are level with the kelson, then grating fashion, 
and protect the sides of the ship by stowing rails fore 
and aft along the sides of the vessel. Secure the 
rails by laying the last three tiers solid, and then 
shoring and wedging them. If loading boxes and 
bales, stow bales on their flats amidships, with their 
marks and numbers up, but in the wing, stow them 
on their edge. Boxes and cases should also be 
stowed with their marks and numbers up. Inflam- 
able stuff, such as oil, pitch, rosin, etc., stow in the 
forepeak, and acids secure on deck so that they 
could be hove overboard quickly if necessary. Casks 
stow fore and aft with their bung up, and as the 
rivets on the hoops of the casks are in line with the 
bung, the sense of touch when stowing dirty casks in 
a dark hold tells at once when the bung is up. 



137 



RULES OF THE ROAD 

LIGHTS, FOG SIGNALS, WHISTLES, ETC. 



141. — ^Give the Lights for an Ocean Steamer 
Underway, 

On the starboard side a green light; on the port 
side a red light, at the masthead a white light. The 
side lights are fitted with inboard screens projecting 
three feet forward of the light, so that they cannot 
be seen across the bows. They show from right ahead 
to two points abaft the beam on their respective sides. 
The size of the glasses must be six by six inches, 
and. these lights must be visible for at least two miles 
on a clear night. The masthead light must be carried 
on or in front of the foremast, not less than 20 feet 
above the deck; but if the beam of the vessel exceeds 
20 feet, it must be carried at a height above the hull 
of not less than such beam. It must show from right 
ahead to two points abaft the beam on each side, and 
must be seen for five miles on a clear night. 

A steam vessel when underway may carry an 
after light of the same character as the masthead 
light described, which shall be fifteen feet higher than 
the masthead light 



139 



UTTMARK'S GUIDE 



142. — *Give the Lights for a Sailing Vessel 
Underway, 

The same character of side lights as prescribed 
for a steamer, but she shall not carry the masthead 
lights. 

143. — *Give the Lights for a Towing Vessel. 

The side and masthead lights, and in addition 
an extra masthead light, six feet below the other, but 
in the same line. If towing more than one vessel, 
she shall carry an additional white light six feet 
below or above the others if the length of the tow, 
measuring from the stern of the towing vessel to the 
stern of the vessel being towed exceeds 600 feet. 
This third light must not be carried less than four- 
teen feet above the deck. The towing vessel may 
carry a small white light abaft the funnel or after- 
mast, for the vessel towed to steer by, but such light 
must not be visible forward of the beam. 

144. — ^What is the Light for a Vessel at Anchor? 

A vessel under 150 feet in length shall carry 
forward where it can best be seen, at a height not 
more than twenty feet above the hull, a white light 
so constructed as to show a clear and unbroken light 
all around the horizon at a distance of at least one 
mile; but if the vessel exceeds 150 feet in length, she 
shall carry at a height of not less than twenty and not 
more than forty feet above the hull, such a light as 
just described, and at or near the stern of the vessel, 
another such light not less than fifteen feet lower 
than the forward light. 

140 



RULES OF THE ROAD 



145. — *Give the Fog Signals for a Steamer 
Underway. 

A prolonged blast of the steam whistle at in- 
tervals not to exceed two minutes. 

146. — ^Give the Fog Signals for a Sailing Vessel 
Underway. 

When on the starboard tack one blast of the fog 
horn; when on the portj tack, two blasts of the fog 
horn; when running with the wind abaft the beam, 
three blasts of the fog horn. 

147. — ^What is the Fog Signal for a Steamer Towing 
Another? 

One long and two short blasts. 

148. — *Give the Fog Signals for a Vessel at Anchor. 

Ringing the ship's bell rapidly for five seconds 
at intervals not to exceed one minute. 

149. — ^What is the Law About the Size of Running 
and Anchor Lights? 
The glass in the side-lights shall be not less than 
6 inches wide and 6 inches high. The glass globe 
of the anchor light shall be not less than 8 inches in 
diameter, which is equal to 24 inches in circumfer- 
ence. There is no law prescribed for the size of 
the masthead light, but it is provided that it must be 
of such character as to be visible for five miles on a 
clear night. 

141 



UTTMARK'S GUIDE 



150. — ^What Lights and Shapes are Shown by 
Vessel Not Under Command? 

A vessel which from any accident or cause is 
not under command, shall show by night, well above 
the deck, where they can be seen all around the 
horizon for a distance of at least two miles, two red 
lights shown over one another, not less than six feet 
apart. By day, both sail and steam vessels not under 
command shall show two black balls or shapes, each 
two feet in diameter, one over the other, not less 
than six feet apart, and hoisted well above the deck 
where they may be seen all around the horizon. 



151. — *What Lights Shall a Vessel Carry When 
Aground in a Fairway? 

A vessel aground at night in or near a fairway 
shall carry the prescribed anchor light or lights and 
two red lights where they can be best seen, in a ver- 
tical line one over the other, not less than 6 feet 
apart, and of such a character as to be visible all 
around the horizon at a distance of at least 2 miles. 
In the day time, however, there shall be carried in a 
vertical line one over the other, not less than 6 feet 
apart, 2 black balls or shapes each 2 feet in diameter. 

151a. — *What Are the Signals for a Vessel Laying or 
Picking up a Telegraph Cable? 

A vessel employed in laying or in picking up a 
telegraph cable shall carry in the same position as a 
steam-vessel's masthead-light, and if a steam-vessel 

142 



RULES OF THE ROAD 



in lieu of that light, three lights in a vertical line one 
over the other not less than 6 feet apart. The high- 
est and lowest of these lights shall be red, and the 
middle light white, and they shall be of such a char- 
acter as to be visible all around the horizon, at a 
distance of at least two miles. By day she shall 
carry in a vertical line, one over the other, not less 
than six feet apart, where they can best be seen, three 
shapes not less than two feet in diameter, of which 
the highest and lowest shall be globular in shape and 
red in color, and the middle one diamond in shape 
and white. When such vessel is not making way 
through the water, shall not carry side-lights, but 
when making way shall carry them. 



152. — *Do the Rules of the Road at Sea Answer for 
Inland Waters? 

No; on inland water vessels are governed by 
the pilot rules prescribed for those waters. When 
ocean steam vessels enter pilotage waters, they are 
governed by the rules provided for said pilotage 
waters, and not by the rules of the road at sea. 



153. — *What is a Stem Light? 

A bright white light carried in front of the stem 
by steamboats, tugs, and other mastless steam craft, 
navigating rivers and inland waters in general. This 
stem light must show from right ahead to two points 
abaft the beam on each side, and must be seen two 
miles. 

143 



UTTMARK'S GUIDE 



154. — *What is a Range Light? 

A seagoing steam vessel, when under way, may 
carry an additional white light similar to the mast- 
head light. These two lights shall be so placed in 
line with the keel that one shall be at least fifteen 
feet higher than the other, and in such a position with 
reference to each other, that the lower light shall be 
forward of the upper one. The vertical distance 
between these two lights shall be less than the hori- 
zontal distance. 

All steam vessels (except seagoing vessels and 
ferry boats) shall carry, in addition to the red and 
green side lights, a central range of two white lights; 
the after light being carried at an elevation at least 
fifteen feet above the light at the head of the vessel. 
The head light shall be so constructed as to show an 
unbroken light through twenty points of the compass, 
namely, from right ahead to two points abaft the 
beam on either side of the vessel, and the after light 
so as to show all around the horizon. 

A vessel, when towing another vessel shall, in 
addition to its side lights, carry two bright white 
lights in a vertical line, one over the other, not less 
than three feet apart, and, when towing more than 
one vessel, shall carry an additional bright white 
light, three feet above or below such lights, if the 
length of the tow, measuring from the stern of the 
towing vessel to the stern of the last vessel towed 
exceeds 600 feet. Each of these lights shall be of 
the same construction and character and shall be 
carried in the same position as the steamer's mast- 
head light or the after range light. 

144 



RULES OF THE ROAD 



Such Steam vessels may carry a small white light 
ahaft the funnel or aftermast, for the vessel towed to 
steer by, but such light shall not be visible forward 
of the beam. 

155. — *0n Going Away From a Dock, What Would 
You Do? 

Blow a prolonged blast of the steam whistle as a 
warning to other vessels underway in my vicinity. 

156. — ^Upon Approaching a Bend in a River or 
Harbor, What Would You Do? 

Blow a prolonged blast of the steam whistle 
as a warning to other boats that might happen to 
be coming my way on the other side of the bend, and 
slow down engines until the bend was rounded. 

157. — *In a Fog, What Extra Precautions Would 
You Take? 

Post a lookout, keep the whistle going, and slow 
down the engines. If making land, I would also keep 
the lead going. 

lSS.—*What is the Alarm Whistle? 

Four short blasts of the steam whistle. 

159. — *What is the Rule When Two Steamers Are 
Running in the Same Direction, and the 
One Astern Desires to Pass the One Ahead? 

Should the vessel astern desire to pass the one 
ahead on her right or starboard side, she shall give 

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UTTMARK'S GUIDE 



one short blast of the steam whistle, and if the vessel 
ahead answers with one blast, then the vessel astern 
shall put her helm to port, and pass the other. 

On the other hand, should the vessel astern de- 
sire to pass on the left or port side of the vessel ahead, 
she shall give two short blasts of the steam whistle, 
and if the vessel ahead answers with two blasts, then 
the vessel astern shall put her helm to starboard and 
pass the other. 

If the vessel ahead does not think it safe for the 
vessel astern to attempt to pass, she shall signify the 
same by giving several short and rapid blasts of the 
steam whistle not less than four, and under no 
circumstances shall the vessel astern attempt to pass 
the vessel ahead until such time as it can be safely 
done, when the vessel ahead shall signify her willing- 
ness by blowing the proper passing signal to the 
vessel astern. 

The vessel ahead shall in no way attempt to cross 
the bow or crowd upon the course of the passing' 
vessel. 

160. — What is Cross-Signaling? 

Answering one blast with two blasts, or an- 
swering two blasts with one blast. Upon receiving 
such cross signal, blow the alarm whistle consisting 
of four short blasts. 

161. — *What is the Rule for Vessels Meeting 
Obliquely? 

When two steam vessels are crossing, so as to 
involve risk of collision, the vessel which has the 

146 



RULES OF THE ROAD 



Other on her own starboard side, shall keep out of the 
way of the other. 

The steamer which has the other on her own port 
side shall hold her course and speed, and the steamer 
which has the other on her own starboard side shall 
keep out of the way of the other by directing her 
course to starboard so as to cross the stern of the 
other, or if necessary, she shall slacken her speed, or 
stop, or reverse. The steamer which has the other 
on her own port bow shall blow one blast to show her 
intention of crossing the bow of the other, holding her 
course and speed, and said signal shall be promptly 
answered by the other steamer by one short blast to 
show her intention to direct her course to starboard 
so as to cross the other's stern, or likewise to keep 
clear. When this cannot be done, the danger signal 
of four short blasts shall be blown, and both steam- 
ers shall be stopped, and backed, if necessary, until 
passing signals are made and agreed upon. This 
comes under the head of Rule 8. 

Rule 9 provides that when two steamers ap- 
proaching each other at right angles, or obliquely, 
the steamer having the other on her own starboard 
side may cross the bow of the other if it may be 
done without involving risk of collision. 

If the steamers are within half a mile of each 
other, the steamer having the other on her own star- 
board side shall give as a signal of her intention to 
cross the bow of the other, two short and distinct 
blasts, and if this is agreed to, she shall proceed, but 
if not agreed to by the other steamer the latter shall 
sound the danger signal of four short blasts, and both 

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UTTMARK'S GUIDE 



Steamers shall be stopped and backed if necessary, 
until passing signals are agreed upon. 

162. — *0n What Side of the Channel are Steamers to 
Keep? 

All steamers must keep to the right hand or 
starboard side of the channel, when it is possible to 
do so. 

163. — *How Would You Signify Misunderstanding of 
Signals? 

By several short, quick toots of the steam whistle 
— not less than four. 

164. — ^^What is the Rule When a Steam and a Sail 
Vessel Approach One Another? 

A steam vessel is always to keep out of the way 
of a sail vessel. 

165. — '^What are the Rules for Sailing Vessels Ap- 
proaching One Another? 

Risk of collision may be ascertained by watch- 
ing the compass bearing of an approaching vessel, 
and if the bearing of same does not appreciably 
change, such risk should be considered to exist, and 
one of them shall keep out of the way, as follows 

(a) A vessel running free shall keep out of 
the way on one close-hauled. 

(b) A vessel close-hauled on the port tack 
shall keep out of the way of a vessel close- 
hauled on the starboard tack. 

148 



RULES OF THE ROAD 



(c) When both are running free with the wind 
on different sides, the vessel having the 
wind on the port side shall keep out of 
the way of the other. 

(d) When both are running free with the wind 
on the same side, the vessel which is to 
windward shall keep out of the way of the 
vessel which is to leeward. 

(e) A vessel which has the wind aft shall keep 
out of the way of the other vessel. 

166. — *What Signal J)o You Make for a Pilot? 

At night, a white light flashed above the bul- 
warks for a minute or so at a time, or by day, the 
pilot signal S., or the Jack hoisted to the fore. 

167. — *What are Signals of Distress? 

When a vessel is in distress and requires assist- 
ance from other vessels (or from the shore) the fol- 
lowing signals should be displayed by her, either 
together or separately: 

In the Daytime. — A gun, or other explosive sig- 
nal fired at intervals of about a minute. 

The International Code Signal of Distress indi- 
cated by "N. C." 

The Distant Signal, consisting of a square flag, 
having either above or below it a ball, or anything 
resembling a ball. 

A continuous sounding with any fog signal ap- 
paratus. 

In the Night Time. — ^A gun or other explosive 
signal fired at intervals of about a minute. 

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UTTMARK'S GUIDE 



Flames on the vessel (as from a burning tar or 
oil barrel, etc.) 

Rockets or shells, throwing stars of any color or 
description, fired one at a time at short intervals. 

A continuous sounding with any fog signal ap- 
paratus. A blue light burned every few minutes. 

168. — * Where Must the Name of a Steam Vessel 
be Painted? 

On the stern and on each side of the pilot house 
of a screw steamer, but on the outer side of the paddle 
boxes of a side wheel steamer. The name may also 
be painted on the bows. 

169. — *What Size Must the Letters Measure? 

Not less than 6 inches on pilot and wheel house, 
and not less than 3 inches on the stern, but the size is 
optional on the bows. 

170. — *What Character of Letter Must They Be? 
Either a painted or a raised letter. 

171. — *What Color Letter and on What Color 
Ground? 

The letters on the stern must be either white, 
yellow or gold, and must be on a black ground. 
The color for the letters on the pilot house, bows, 
and paddle boxes is left optional; but they must be 
plain and distinct. 

150 



RULES OF THE ROAD 



172. — *What Else Besides the Ship's Name Must be 
on the Stern? 
The hailing port of the vessel must also show on 
the stern. 

173. — *How Could You Signal an Alarm of Fire to 
the Engine Room,? 

By means of the speaking tube, or the continu- 
ous sounding of the jingle-bell or gong, or the con- 
tinuous blowing of the steam whistle. 

174. — *How Should a River or Sound Steamer be 
Loaded? 

All acids, spirits, paints, oils and other danger- 
ous cargo should be carried on the open deck where 
it might be thrown overboard quickly in case of fire. 
Goods that were to be kept dry, stow under cover, 
provided they were not of a specially dangerous 
character. Barrels and casks should bestowed head 
up to prevent rolling about or fetching away. 

175. — *How Should Hay be Carried an on Inland 
Steamer? 

All hay, straw, or other inflammable material 
carried on the open deck of any steamer carrying pas- 
sengers shall be covered with a tarpaulin. 

All baled cotton shall be securely bound and 
covered with bagging on at least three-fourths of its 
surface, including both ends of the bale. No bales of 
imported or domestic hemp shall be received on any 
vessel carrying passengers unless the same are prop- 

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UTTMARK'S GUIDE 



erly compressed, bound with rope, wire or metallic 
bands, and covered on ends or sides, according to the 
several methods now practiced in foreign and domes- 
tic trade. 

176. — *How Should Barrels of Liquor be Stowed on 
an Inland Steamer? 

Away from fire or excessive heat, and so dis- 
posed as to be quickly got at and rolled overboard in 
case of fire. They should be stowed on end so that 
they might not get rolling around with the motion of 
the vessel, and thereby start a leak. 

177. — What is the Rule for Inflammable Oil? 

None of the inflammable articles specified in 
Section 4472, Revised Statutes, or oil that will not 
stand a fire test of 300° F. shall be used as stores on 
any pleasure steamer or steamer carrying passengers, 
except that vessels not carrying passengers for hire 
may transport gasoline or any of the products of pe- 
troleum for use as a source of motive power for the 
motor boats or launches of such vessels. 

Refined petroleum which will not ignite at a tem- 
perature of less than 110° F. may, upon routes where 
there is no other practicable mode of transporting it, 
be carried on passenger steamers; but it shall not be 
lawful to receive on board or transport any petrol- 
eum unless the owner or master of the steamer shall 
have first received from the inspectors a permit des- 
ignating the place or places on such steamer in which 
the same may be carried or stowed, with the further 

152 



RULES OF THE ROAD 



condition that the permit shall be conspicuously 
posted on the steamer. 

Refined petroleum shall not in any case be re- 
ceived on board or carried unless it is put up in good 
ironbound casks or barrels or in good metallic cans, 
or vessels carefully packed in boxes and the casks, 
barrels, or boxes plainly marked on the heads thereof 
with the shipper's name, the name of the article, and 
the degree of temperature (Fahrenheit) at which the 
petroleum will ignite. 

178. — *What is the Penalty for Keeping an unauthor- 
ized Light over the Side? 

Suspension or revocation of license. 

179. — ^What is the Penalty for Flashing the Rays of 
a Searchlight into the Pilot House of a 
Passing Vessel? 

Suspension or revocation of license. 

180. — *What is the Penalty for Unnecessary Sound- 
ing of the Steam Whistle Within any Har- 
bor in the U. S.? 

Suspension of license. 

181. — *What Light May Be Carried in Addition to the 
Side and Masthead Lights? 

A seagoing Steam Vessel when underway may 
carry an additional white masthead light, and these 
two lights shall be placed in line with the keel, and 
one shall be at least 15 feet higher than the other, 
and the lower light shall be forward of the up- 

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UTTMARK'S GUIDE 



per light. This additional light is called range light, 
because it is in range with the regular masthead light. 
The vertical distance between these lights shall be 
less than the horizontal distance. 

182. — */s the Range Light Compulsory? 

Not on seagoing steamships, as the law reads that 
it may be carried ; but the law also prescribes that all 
steam vessels, except seagoing vessels and ferryboats, 
shall carry in addition to the regular sidelights a cen- 
tral range of two white lights, the after one to be car- 
ried at an elevation of at least 15 feet above the light 
at the head of the vessel. The headlight must show 
an unbroken light through 20 points of the compass, 
from right ahead to 2 points abaft the beam on either 
side and the after light to show all around the 
horizon. 

183. — *What Do You Understand by a Range Light 
Screen Board? 
This is not compulsory, but it is employed on 
some vessels. The screen is a horizontal board, 
placed under the range light in order to prevent the 
rays of light from shining down on the bridge and 
bow of the vessel, thereby blinding the officers on the 
bridge and the man on lookout. 

184. — *lFhat is an Efficient Fog Bell? 

The efficient fog bell required upon vessels by 
law shall be held to mean a bell not less than 8 inches 
in diameter from outside to outside, and constructed 
of bronze or brass or other material equal thereto in 
tone and volume of sound and located where the 
sound shall be the least obstructed. 

154 



RULES OF THE ROAD 



185. — *What are the one, two, three and four Flag 
Signals of the International Code? 

The one flag signal is an attention signal, such as 
answering or code pennant, C, yes ; D, no ; etc. 

The two flag signals are urgent or importcait sig- 
nals. 

The three flag signals are General Vocabulary, 
Time, Latitude, Longitude, Compass Points, etc. 

The four flag signals are Geographical Signals, 
vessel's name and the alphabetical spelling table. 

Meanings of One Flag Signals and Pennants Hoisted 

Singly 

Signal — Meaning 

B I am taking in (or, discharging) explosives. 

C Yes, or, Aflftrmative. 

D No, or. Negative. 

L I have (or have had) some dangerous infectious disease on board. 

P I am about to sail; all persons to report on board. 

Q — I have a clean bill of health, but am liable to quarantine. 
S I want a pilot. 

186. — *What is the Meaning of Code Flag Over E, F, 
and G? 

Code flag over E is the Alphabetical Signal No. 1, 
indicating that the flags hoisted after it until Alpha- 
betical Signal No. 3 or Numeral Signal No. 1 is made, 
do not represent the signals in the Code, but are to be 
understood as having their alphabetical meanings and 
express individual letters of the alphabet which are 
to form words. 

Code flag over F is the Alphabetical Signal No. 2, 
indicating the end of a word made by Alphabetical 
Signals, or dot between initials. 

Code flag over G is the Alphabetical Signal No. 
155 



UTTMARK'S GUIDE 



3, indicating that the Alphabetical Signals arc ended; 
the signals which follow are to be looked out in the 
Code in the usual manner. 

187. — *What is the Meaning of the Code Flag Over 
M, N, and O? 

Code flag over M is the Numeral Signal No. 1, 
indicating that the flags hoisted after it, until Numeral 
Signal No. 3, or Alphabetical Signal No. 1 is made, 
do not represent the signals in the Code, but express 
figures, as indicated in the Numeral Table, and have 
the special numerical values given to them. 

Code flag over N is the Numeral Signal No. 2, 
indicating the Decimal Point. 

Code flag over is the Numeral Signal No. 3, 
indicating that the Numeral Signals are ended; the 
signals which follow are to be looked out in the Code 
in the usual manner. 

188. — *What is the Meaning of the Code Flag Over 
Any One Flag? 
The Code Flag over any one flag is a special sig- 
nal, such as over A, "I am on full speed trial" ; over 
C, "Yes"; over D. "No," etc., see below: 

Code Flag 

Over 

A — I am on full speed trial. 

B 1 am taking in (or, discharging) explosives. 

C ^Yes, or. Affirmative. 

D No, or. Negative. 

E Alphabetical Signal No. 1. 

F Alphabetical Signal No. 2. 

G — Alphabetical Signal No. 3. 

H Stop, Heave-to, or. Come nearer; I have something important 

to communicate. 

156 



RULES OF THE ROAD 



Code Flag 
Over 

I I have not a clean bill of health. 

J I have headway. 

K I have stem-board. 

L I have (or have had) some dangerous infectious disease on board. 

M Numeral Signal No. 1. 

N Numeral Signal No. 2. 

O Numeral Signal No. 3. 

P. I am about to sail; all persons to report on board. 

Q I have a clean bill of health, but am liable to quarantine. 

R Do not pass ahead of me. 

S I want a pilot. 

T _„Do not overtake me. 

U — JMy engines are stopped. 

V. — My engines are going astern. 

W A.11 boats are to return to the ship. 

X ™I will pass ahead of you. 

Y — All ships of the convoy are to rejoin company. 
Z I will pass astern of you. 

International Code Signals of Distress 

1. The International Code Signal of Distress 
indicated by NC. 

2. The distant signal, consisting of a square 
flag, having either above or below it a ball or any- 
thing resembling a ball. 

3. The distant signal, consisting of a cone point 
upward, having either above it or below it a ball or 
anything resembling a ball. 

For other signals of distress see International 
and Inland Rules to Prevent Collisions. 

International Code Signals for a Pilot 

1. The International Code Pilot Signal indi- 
cated by PT. 

2. The International Code Flag S, with or with- 
out the Code Pennant over it. 

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UTTMARK'S GUIDE 



3. The distant signal, consisting of a cone point 
upward, having above it two balls or shapes resem- 
bling balls. 

189. — * Explain the Storm Warning Signals. 

The Small Craft Warning. — ^A red pennant indi- 
cates that moderately strong winds that will interfere 
with the safe operation of small craft are expected. 
No night display of small craft warnings is made. 

The Northeast Storm Warning. — A red pennant 
above a square red flag with black center displayed 
by day, or two red lanterns, one above the other, dis- 
played by night, indicates the approach of a storm of 
marked violence with winds beginning from the 
northeast. 

The Southeast Storm Warning. — ^A white pen- 
below a square red flag with black center displayed 
by day, or one red lantern displayed by night, indi- 
cates the approach of a storm of marked violence 
with winds beginning from the southeast. 

The Southwest Storm Warning. — A white pen- 
nant below a square red flag with black center dis- 
played by day, or a white lantern below a red lantern 
displayed by night, indicates the approach of a storm 
of marked violence with winds beginning from the 
southwest. 

The Northwest Storm Warning. — A white pen- 
nant above a square red flag with black center dis- 
played by day, or a white lantern above a red lantern 
displayed by night, indicates the approach of a storm 
of marked violence with winds beginning from the 
northwest. 

158 



RULES OF THE ROAD 



Hurricane^ or Whole Gale Warning. — Two 
square flags, red with black centers, one above the 
other, displayed by day, or two red lanterns, with a 
white lantern between, displayed by night, indicate 
the approach of a tropical hurricane, or of one of the 
extremely severe and dangerous storms which occa- 
sionally move across the Great Lakes. 

(See flags in colors in front of book.) 

190. — *What are Life-Saving Signals? 

1. Upon discovery of a wreck by night, the 
life-saving force will burn a red pyrotechnic light, or 
a red rocket, signifying: "Yoi* are seen; assistance 
will be given as soon as possible.*' 

2. A red flag waved on shore by day, or a red 
light, red rocket, or red Roman candle at night, will 
signify: "Haul away." 

3. A white flag waved on shore by day, or a 
white light swung back and forth, or a white rocket 
or white Roman candle at night, will signify: "Slack 
away." 

4. Two flags, a white and red, waved at the 
same time on shore by day, or two lights, a white and 
red, slowly swung at the same time, or a blue pyro- 
technic light burned by night, will signify: **Do not 
attempt to land in your own boats; it is impossible.** 

5. A man on shore beckoning by day, or two 
torches burning near together by night will signify: 
**This is the best place to land.*' 

191. — ^Describe the Use of the Gun and Rocket 
Apparatus and Breeches Buoy. 
If your vessel is stranded and a shot with a small 
line is fired over it, get hold of the line and haul on 

159 



UTTMARK'S GUIDE 



board until you get a tail-block with an endless line 
rove through it; make the tail-block fast to the lower 
mast, well up, or in the event the masts are gone, to 
the best place to be found; cast off small shot line, 
see that rope in block runs free, and make a signal to 
shore (Fig. 44). 

A hawser will be bent to the endless line on 
shore and hauled off to your ship by the life-saving 
crew. Make hawser fast about 2 feet above the tail- 
block and unbend hawser from endless line. See 
that rope in block runs free and show signal to shore 
(Fig. 45). 

Life-savers on shore will then set hawser taut 
and by means of the endless line haul off to your 
ship a breeches buoy (Fig. 46). 

Let one man get clear into the breeches buoy, 
thrusting his legs through the breeches ; make a signal 
to shore as before, and he will be hauled ashore by 
the life-savers and the empty buoy returned to the 
ship. 




Fig. 44 



Fig. 45 



Fig. 46 



160 



SHIP'S BUSINESS. 

RULES FOR THE PRESERVATION OF LIFE, 
PASSENGER STEAMERS, ETC., 



OCEAN STEAMERS 

1. Under this designation shall be included all 
steam vessels navigating the waters of any ocean or 
the Gulf of Mexico more than 20 nautical miles 
oflPshore. 

For the purpose of apportioning lifeboat, life- 
raft, and davit equipment upon ocean steam vessels 
subject to the jurisdiction of the Steamboat-Inspec- 
tion Service, they shall be divided into the following 
classes: 

(a) Passenger steam vessels. 

(b) Passenger steam vessels, the keels of which 
are laid after July 1, 1915. 

(c) Cargo steam vessels and all other steam 
vessels navigating the waters of any ocean, unless 
otherwise provided for. 

COASTWISE STEAMERS 

1. Under this designation shall be included all 
steam vessels navigating the waters of any ocean or 
the Gulf of Mexico 20 nautical miles or less offshore. 

For the purpose of apportioning lifeboat and 

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UTTMARK'S GUIDE 



life-raft equipment upon coastwise steam vessels sub- 
ject to the jurisdiction of the Steamboat-Inspection 
Service, they shall be divided into the following 
classes : 

(a) Passenger steam vessels. 

(b) Passenger steam vessels, the keels of which 
are laid after July 1, 1915. 

(c) Cargo steam vessels and all other steam 
vessels unless otherwise provided for. 

192. — *What is the Duty of a Master and Mate when 
First Joining His Vessel? 

The Master should see that his name is entered 
on the ship's register and that the vessel is fully 
found and provided as regards coal, provisions, 
water, anchors, boats, fire-hose, compasses, chrono- 
meters, sextants, charts, etc. He should see that the 
ship's articles are made out in proper manner; that 
the crew and ofl&cers are drilled at fire quarters, and 
that all boats are ready for immediate lowering; also 
that the sluice gates are in working order, and water 
tight compartments safe. The Master also has 
charge of the ship's papers and the clearance and 
entrance of the vessel at the Custom House. 

The Mate should have an inventory of every- 
thing under his charge, which will include the car- 
penter's and boatswain's stores, tools, etc. He is re- 
sponsible for the good working of the windlass, the 
condition of the boats, boat-falls, cat-falls running 
and standing rigging, sails, sail-covers, awnings, etc. 
It is his duty to see that the carpenter attends to the 
sluices, and sounds the water-tank and the well, 

162 



SHIP'S BUSINESS 



night and morning. When entering or leaving port, 
the Chief Mate's place is on the forecastle, super- 
intending bow lines, anchors, etc. 

193. — What is the Duty of a Master to Report to the 
Local Inspector? 

All accidents involving damage to property or 
loss of life or injury to any one on board; fire; 
neglect of duty on the part of a subordinate; colli- 
sions ; refusal of another vessel to answer signals, etc. 
He will also report, as the time draws near, the date 
of the expiration of the license of the vessel, and make 
a written request for the annual inspection and 
yearly licensing of his ship. 

194. — ^What is the Penalty According to Law for 
Officers Who Fail to Keep the Rules Pre- 
scribed for the Running of the Vessel, also 
for Failure to Keep Everything on Board 
Ship in Good Working Order? 

Suspension or revocation of license or imprison- 
ment. 

195. — *What is a Station Bill, and Where is it Re- 
quired to be Exhibited? 

It shall be the duty of the officer in charge of 
every steamer carrying passengers to cause to be pre- 
pared a station bill for his own department, and one 
also for the engineer's department, in which shall be 
assigned a post or station of duty for every person 
employed on board such steamer in case of fire or 
other disaster, which station bills shall be placed in 

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UTTMARK'S GUIDE 



the most conspicuous places on board for the obser- 
vation of the crew. And it shall be the duty of such 
master, or of the mate or officer next in command, 
once at least in each week, to call all hands to quar- 
ters and exercise them in the discipline, and in the 
unlashing and swinging out of the lifeboats, weather 
permitting, and in the use of the fire pumps and all 
other apparatus for the safety of life on board of such 
vessel, with especial regard for the drill of the crew 
in the method of adjusting life-preservers and educat- 
ing passengers and others in this procedure and to see 
that all the equipments required by law are in com- 
plete working order for immediate use; and the fact 
of the exercise of the crew, as herein contemplated, 
shall be entered upon the steamer's log book, stating 
the day of the month and hour when so exercised; it 
shall be the duty of the inspectors to require the 
officers and crew of all such vessels to perform the 
aforesaid drills and discipline in the presence of the 
said inspectors at intervals sufficiently frequent to 
assure the said inspectors by actual observation that 
the foregoing requirements of this section are com- 
plied with; the master shall also report monthly to 
the local inspectors the day and date of such exercise 
and drill, the condition of the vessel and her equip- 
ment, and also the number of passengers carried, and 
any neglect or omission on the part of the officer in 
command of such steamer to strictly enforce this rule 
shall be deemed cause for the suspension or revoca- 
tion of the license of such officer. 

The general fire-alarm signal shall be a con- 
tinuous rapid ringing of the ship's bell for a period 

164 



SHIP'S BUSINESS 



of not less than 20 seconds, and this signal shall not 
be used for any other purpose whatsoever. The 
master of any steamer carrying passengers may estab- 
lish such other emergency signals, in addition to the 
ringing of the ship's bell, as will provide that all the 
oflSicers and all the crew of the steamer will have posi- 
tive and certain notice of the existing emergency. 

Three copies of this section shall be furnished 
every steamer carrying passengers, to he ftamed 
under glass and posted in conspicuous places about 
the vessel. 

196. — *Hom; Would You Test a Life-Preserver? 

Every vessel inspected under the provisions of 
Title LII, Revised Statutes of the United States, shall 
be provided with one good life-perserver, having the 
approval of the Board of Supervising Inspectors, for 
each and every person carried. 

Every life-preserver adjustable to the body of a 
person shall be made of good cork blocks or other 
suitable material approved by the Board of Super- 
vising Inspectors, with belts and shoulder straps 
properly attached, and shall be so constructed as to 
place the device underneath the shoulders and around 
the body of the person wearing it. All such life-pre- 
servers shall be not less than 52 inches in length when 
measured laid flat ; and every cork life-preserver shall 
contain an aggregate weight of at least 5^ pounds 
of good cork, and every life-preserver shall be cap- 
able of sustaining for a continuous period of 24 hours 
an attached weight so arranged that whether the said 
weight be submerged or not there shall be a direct 

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UTTMARK'S GUIDE 



downward gravitation pull upon said life-preserver 
of at least 20 pounds. 

197. — *Where Would You Stow Wines and Spirits? 

Away from any place where there was connec- 
tion in any way with fire or excessive heat. 

198. — *How Often on Board Ship is a Boat and Fire 
Drill Required by Law? 
At least once in each week. 

199. — *What Cargo is Prohibited by Law on 
Passenger Steamers? 

Loose hay, loose cotton, loose hemp, camphene, 
nitro-glycerine, naphtha, henzine, henzole, coal-oil, 
crude or refined petroleum, or other like articles; 
nor shall haled cotton or hemp be carried unless the 
bales are compactly pressed and thoroughly covered, 
and secured in such manner as shall be prescribed by 
the Board of Supervising Inspectors; neither shall 
gunpowder be carried except under special license, 
nor shall oil of vitrol, nitric, or other chemical 
acids be carried except on the decks or guards thereof, 
or in such other safe part of the vessel as shall be 
prescribed by the Inspectors. Refined petroleum of 
110 degrees proof may be carried, also oil in spirits 
of turpentine, when put up in good metallic vessels 
bound with iron and stowed in a secure part of the 
vessel. Friction matches may be carried when se- 
curely packed in strong, tight chests or boxes, and 
stowed in a safe part of the vessel at a secure distance 
from any fire or heat. 

166 



SHIP'S BUSINESS 



200. — *How Would You Put On a Life-Preserver? 
Put the straps over the shoulders, and fasten 
the belt around the waist, so as to hold the jacket tight 
and to prevent it from working away when in the 
water. 

201. — *What Equipment is Required by Law for 
Lifeboats? 

All lifeboats on ocean vessels shall be equipped 
as follows: 

A properly secured life line the entire length on 
each side, festooned in bights not longer than 3 feet, 
with a seine float in each bight. 

One painter of manila rope of not less than 2% 
inches in circumference and of suitable length. 

A full complement of oars and two spare oars. 

One set and a half of thole pins or rowlocks at- 
tached to the boat with separate chains. 

One steering oar with rowlock or becket and one 
rudder with tiller or yoke and yoke lines. 

One boat hook attached to a staff of suitable 
length. 

Two life preservers. 

Two hatchets. 

One galvanized iron bucket with lanyard at- 
tached. 

One bailer. 

Where automatic plugs are not provided there 
shall be two plugs secured with chains for each drain 
hole. 

One efficient liquid compass with not less than 
a 2-inch card. 

One lantern containing sufficient oil to burn at 
167 



UTTMARK'S GUIDE 



least nine hours and ready for immediate use. 

One can containing 1 gallon of illuminating oil. 

One box of friction matches wrapped in a water- 
proof package and carried in a box secured to the 
underside of the stern thwart. 

A wooden breaker or suitable tank fitted with a 
siphon, pump, or spigot for drawing water, and con- 
taining at least 1 quart of water for each person. 

Two enameled drinking cups. 

A water-tight receptacle containing 2 pounds 
avoirdupois of provisions for each person. These 
provisions may be hard bread or United States Army 
ration. The receptacle shall be of metal, fitted with 
an opening in the top not less than 5 inches in 
diameter, properly protected by a screw cap made of 
heavy cast brass, with machine thread and an at- 
tached double toggle, seating to a pliable rubber 
gasket, which shall insure a tight joint, in order to 
properly protect the contents of the can. 

One canvas bag containing sailmaker's palm and 
needles, sail twine, marline, and marline spike. 

A water-tight metal case containing 12 self -ignit- 
ing red lights capable of burning at least two minutes. 

A sea anchor. 

A vessel containing 1 gallon of vegetable or ani- 
mal oil, so constructed that the oil can be easily dis- 
tributed on the water and so arranged that it can be 
attached to the sea anchor. 

A mast or masts with one good sail at least and 
proper gear for each (this does not apply to motor 
lifeboats), the sail and gear to be protected by a suit- 
able canvas cover. In case of a steam vessel which 

168 



SHIP'S BUSINESS 



carries passengers in the North Atlantic and is pro- 
vided with a radiotelegraph installation, all the life- 
boats need not be equipped with masts and sails. In 
this case at least one of the boats on each side shall 
be so equipped. 

All loose equipment must be securely attached 
to the boat to which it belongs. 

Lifeboats of less than 180 cubic feet capacity on 
pleasure steamers are not required to be equipped as 
above. 

202. — ^JVhat is the Equipment Required on Life 
Rafts? 

All life rafts on ocean steam vessels shall be 
equipped as follows: 

A properly secured life line entirely around the 
sides and ends of the raft, festooned to the gunwales 
in bights not longer than 3 feet with a seine float in 
each bight. 

One painter of manila rope of 2% inches in 
circumference, and of suitable length. 

Four oars. 

Five rowlocks properly attached. 

One boat hook attached to a staff of suitable 
length. 

One self-igniting life-buoy light. 

One sea anchor. 

A vessel containing 1 gallon of vegetable or ani- 
mal oil, so constructed that the oil can be easily dis- 
tributed on the water, and so arranged that it can be 
attached to the sea anchor. 

A water-tight receptacle containing 2 pounds 
avoirdupois of provisions for each person. These 

169 



UTTMARK'S GUIDE 



provisions may be hard bread or United States Army 
ration. The receptacle shall be of metal and fitted 
with an opening in the top not less than 5 inches in 
diameter, properly protected by a screw cap made of 
heavy cast brass, with machine thread and an attached 
double toggle, seating to a pliable rubber gasket, 
which shall insure a tight joint, in order to properly 
protect the contents of the can. 

A water-tight receptacle containing 1 quart of 
water for each person. 

Two enameled drinking cups. 

A water-tight metal case containing six self- 
igniting red lights capable of burning at least two 
minutes. 

A water-tight box of matches. 

All loose equipment must be securely attached 
to the raft to which it belongs. 

203. — ^Carrying Capacity of Lifeboats. 

The capacity of all lifeboats not otherwise pro- 
vided for shall be determined by the following rule: 
Measure the length and breadth outside of the plank- 
ing or plating and the depth inside of the place of 
minimum depth. The product of these dimensions 
multiplied by .6 resulting in the nearest whole num- 
ber shall be deemed the capacity in cubic feet. 

To determine the number of persons a boat is to 
carry, divide the result by 10 for ocean steamers. 
Example : 

The carrying capacity of a boat 22 feet 
in length, 6 feet in breath, and 2^ 
feet in depth shall be determined as 
follows : 

170 



SHIP'S BUSINESS 



For ocean steamers, 
22 X 6 X 21/2 X .6 198 = 19 persons 

10 To 

Every lifeboat shall have sufficient room, free- 
board, and stability to safely carry the number of 
persons allowed to be carried by the above rule, 
which fact shall be determined by actual test in the 
water at the time of the first inspection of the life- 
boat, except that where a vessel is carrying lifeboats 
of different types or capacities, at least one lifeboat 
of each type or capacity shall be so tested. 

At every annual inspection of a vessel carrying 
passengers, except ferryboats, every lifeboat shall 
be tested by being lowered to the water, or to a wharf 
where a boat can not be lowered to the water; and, 
after the boat has been lowered to the water or to a 
wharf, it shall be lifted clear of water or wharf by its 
respective blocks and falls with boat loaded to al- 
lowed capacity, with load evenly distributed through- 
out the length of the boat. 

In making the tests of lifeboats as required in 
this section, the weight of a person shall be taken as 
140 pounds. 

Lifeboats required on ocean vessels of 150 gross 
tons and over shall be of suitable dimensions and of 
not less than 180 cubic feet capacity. 

204. — What are the Rules for Line-Carrying Guns, 

Rockets and Equipment? 

All ocean steam pleasure vessels and ocean steam 

vessels carrying passengers, except vessels of 150 

gross tons and under, shall be provided with at least 

171 



UTTMARK'S GUIDE 



three line-carrying projectiles and the means of pro- 
pelling them, such as may have received the formal 
approval of the Board of Supervising Inspectors. 

When approved rockets are used instead of guns 
there shall be, in every case, at least three of said 
rockets, and all steamers that are required under the 
law to carry line-carrying projectiles and the means 
of propelling them shall be supplied auxiliary there- 
to with at least 800 feet of 3-inch manila line for ves- 
sels of over 150 and not under 500 gross tons and 
1,500 feet of said line for steamers above 500 gross 
tons; and except where approved rockets are pro- 
vided, with three approved service projectile lines and 
three projectiles. Such auxiliary line and all other 
equipment shall be kept always ready for use in con- 
nection with the gun and rocket, which lines and 
other equipment shall not be used for any other pur- 
pose. 

The test rounds required shall be fired from the 
gun when mounted on its own carriage, lashed as it 
would be in shipboard use. 

The line shall be coiled, faked or reeled in its 
own faking box, or reel; and the gun, carriage, line 
box, or reel, and the projectiles shall all bear the same 
number, and shall be initialed by the inspector, whose 
report of the test, giving number, date, and result, 
shall be filed in the office of the supervising inspec- 
tor of the district in which the test is made. 

205. — What Drill is Required for Line-Carrying 
Gun? 

The master of every vessel equipped with a line- 

172 



SHIP'S BUSINESS 



carrying gun shall drill his crew in the use thereof 
and fire said gun at least once in every three months, 
using one-half of the usual charge of powder and any 
ordinary line of proper length. 

It shall be the duty of the inspectors, at the 
annual inspection, to see that these drills are entered 
on the log of the vessels. 

A placard containing instructions for using the 
gun and rocket apparatus required by the foregoing 
section and as practised by the United States Life- 
Saving Service shall be posted in the pilot house, en- 
gine room, and in the seam,en's, firemen's and stew- 
ard's department of every steam vessel required by 
law to carry such gun or rocket apparatus. 

206. — *What are the Rules for Ring Buoys? 

Whenever they deem it necessary for the safety 
of passengers or crews, inspectors may require a ves- 
sel to carry not to exceed four ring buoys, either with 
or without attached lines. It is reconunended that 
ring buoys hung on a steamer's gangways have the line 
attached to both the vessel and the buoy, and that 
those hung on the superstructure have no line and be 
as light as it is possible with the necessary buoyancy. 

207. — *What Materials are Prohibited for Use In 
Life-Preservers? 

All life-rafts and life-preservers made in whole 
or in part of loose granulated cork shall be excluded 
from use on all vessels. 

All kapok life-preservers heretofore approved 
by the Board of Local Inspectors shall be excluded 
from use on all vessels. 

173 



UTTMARK'S GUIDE 



20S.—*What Are the Rules for Storm Oil? 

On and after August 1, 1914, ocean and coast- 
wise steam vessels of over 200 gross tons navigating 
the waters of the Atlantic and Pacific coasts and the 
waters of any ocean or gulf shall be equipped with 
oil tanks having suitable pipes attached for distrib- 
uting oil overboard whenever conditions make same 
necessary. 

Steamers of over 200 and not over 1,000 gross 
tons shall be provided with two oil tanks of at least 
15 gallons capacity each. 

Steamers of over 1,000 and not over 3,000 gross 
tons shall be provided with two oil tanks of at least 
20 gallons capacity each. 

Steamers of over 3,000 and not over 5,000 gross 
tons shall be provided with two oil tanks of at least 
25 gallons capacity each. 

One of these tanks shall be placed in the forward 
and the other in the after part of the vessel, and the 
pipes from said oil tanjks shall be led overboard on 
both sides of the vessel. Tanks shall be kept filled 
with animal or storm oil and ready for use at all 
times when vessel is being navigated. 

209. — *What is the Rule for VesseVs Name on 
Equipm,ent? 

All the equipments of a steamer, such as buck- 
ets, hose, axes, boats, oars, rafts, life-preservers, 
floats, barrels, and tanks, shall be painted or branded 
with the name of the steamer upon which they are 
used. 

174 



SHIP'S BUSINESS 



210. — *What is the Penalty for Navigating a Boat 
Outside of the Waters for Which Sho ig 
Licensed? 
The revocation of her license by the Local In- 
spectors. 

211. — *What is the Penalty for the Officer for Navi- 
gating a Boat Outside the Waters for Which 
He is Licensed? 
The revocation of his license as an officer, or 

be punished by fine or imprisonment. 

212. — What Special Monthly Report Shall a Master 
Make? 
The day and date of fire and boat drill ; the con- 
dition of the vessel and her equipment, particularly 
as to life-saving appliances; also a number of pas- 
sengers carried during the month. 

213. — *What are a Master's Duties When His Vessel 
is Under Annual Inspection? 
To remain on board in order to assist the Local 
Inspectors in the testing of the hull, boilers, etc., also 
to get out for inspection all fire appliances, life- 
preservers, etc., and to answer all questions truth- 
fully that the Inspectors may ask about the vessel 
and her equipment. 

2U.—*What is a Bill of Lading? 

A receipt given for cargo received on board or 
alongside. It is signed by the master, mate or clerk 
of the vessel. 

175 



UTTMARK'S GUIDE 



215. — *What is a Manifest? 

A paper showing all of the cargo on board, to- 
gether with the ship's stores, articles of private pur- 
chase, etc. It also gives the value of same, or pur- 
chase price. Also mails and passenger baggage, if 
same are carried. 

2l6.—*What is a Protest? 

A paper filed with a notary public as soon as 
the vessel reaches port, and before hatches are 
opened, protesting against the ship's owners being 
held responsible for any possible damage to cargo, 
owing to leaks, sweat, etc., while on the voyage. 

2n.~*What is a Charter Party? 

A contract entered into between the captain, 
owners or agents of the vessel and other parties, 
whereby the ship agrees for a certain sum of money 
to transport cargo from one port to another. 

218.— *What is Bottomry? 

A mortgage or lien on the vessel or cargo in 
order to make necessary repairs to the ship in a for- 
eign port. After making said repairs, and sailing 
again on her voyage, the ship may meet with fresh 
trouble to hull, spars or sails and be obliged to enter 
another foreign port to repair damages. Should it 
be found necessary to give a second bottomry bond 
in order to prosecute the voyage, then the second 
bond takes precedence of the first — that is, it must be 
paid first. 

176 



SHIP'S BUSINESS 



Beaufort Scale of Wind Force 


Force Designation 


Miles Per Hour 


. . . Calm .... 


From to 3 


1 






Light air . . . ' . 


Over 3 to 8 


2 






Light breeze . . 


Over 8 to 13 


3 






Gentle breeze . . 


Over 13 to 18 


4 






Moderate breeze . 


Over 18 to 23 


5 






Fresh breeze . . 


Over 23 to 28 


6 






Strong breeze . . 


Over 28 to 34 


7 






Moderate gale . . 


Over 34 to 40 


8 






Fresh gale . . . 


Over 40 to 48 


9 






Strong gale . . . 


Over 48 to 56 


10 






Whole gale . . . 


Over 56 to 65 


11 






Storm .... 


Over 65 to 75 


12 






Hurricane . . . 


Over 75 



m 



APPENDIX 



From Fifth Supplement to General Rules and Regu- 
lations Edition of November 21, 1916 

DEPARTMENT OF COMMERCE 

Steamboat Inspection Service 

Washington 

CIRCULAR LETTER June 13, 1917. 

U. S. Supervising and Local Inspectors, Steamboat' 
Inspection Service, Manufacturers of Boiler 
Plate, Boiler Manufacturers, Steamboat Com- 
panies, and Others Concerned: 

Under the provisions of Section 4405, Revised 
Statutes of the United States, as amended by the act 
of Congress approved February 8, 1907; the execu- 
tive committee of the Board of Supervising In- 
spectors, Steamboat-Inspection Service, at a called 
meeting held in Washington, D. C, from June 4 to 
12, inclusive, 1917, adopted the following resolu- 
tions. 

These amendments of the rules, having received 
the approval of the Secretary of Commerce on June 
12, 1917, have now the force of law, and must be 
observed accordingly. 

179 



UTTMARK'S GUIDE 



AMENDMENTS OF ALL CLASSES OF GENERAL 
RULES AND REGULATIONS 

Resolved, That section 8, Rule V, General Rules 
and Regulations, all classes, be struck out and the 
following substituted therefor 

Renewal of Licenses 

8. Whenever an officer shall apply for a re- 
newal of his license for the same grade, the presen- 
tation of the old license with oath of office shall be 
considered sufficient evidence of his title to renewal, 
which old license and oath of office shall be retained 
by the inspectors upon their official files as the evi- 
dence upon which the license was renewed. 

Whenever a licensed officer makes application 
for a renewal of his license, he shall appear in per- 
son before some board of local inspectors or super- 
vising inspector, except that upon renewal of such 
license for the same grade, when the distance from 
any local board or supervising inspector is such as to 
put the person holding the same to great incon- 
venience and expense to appear in person, he may, 
upon taking oath of office before any person author- 
ized to administer oaths, and forwarding the same, 
together with the license to be renewed, to the local 
board or supervising inspector of the district in which 
he resides or is employed, have the same renewed by 
the said inspectors, if no valid reason to the contrary 
be known to them; and they shall attach such oath 
to the stub end of the license, which is to be retained 
en file in their office: Provided, however. That any 
officer holding a license, and who is engaged in a 

180 



APPENDIX 



service which necessitates his continuous absence 
from the United States, may make application in 
writing for renewal and transmit the same to the 
board of local inspectors, with his certificate of 
citizenship, if naturalized, and a statement of the ap- 
plicant, verified before a consul or other officer of 
the United States authorized to administer an oath, 
setting forth the reasons for not appearing in person; 
and upon receiving the same the board of local in- 
spectors that originally issued such license shall re- 
new 4he same and shall notify the applicant of such 
renewal, and no license as master, mate, or pilot of 
any class of vessel shall be renewed without a certifi- 
cate that the color sense of the applicant is normal. 
(Sees. 4405, 4438, R. S.) 

Amendments of General Rules and Regulations, 
Ocean and Coastwise 

Resolved, That sections 20 to 30, both inclusive. 
Rule V, General Rules and Regulations, Ocean and 
Coastwise, be struck out and the following substi- 
tuted therefor: 

Substituting Service in Next Lower Grade for Raise 

of Grade 

20. Except as hereinafter provided, an appli- 
cant who has served in a lower grade than that for 
which he is licensed may substitute service in the 
grade next below that for which he is licensed, which 
service shall count one-half in computing experience 
for raise of grade. For example, if an applicant 
holds chief mate's license and has served 9 months as 

181 



UTTMARK'S GUIDE 



chief mate and 6 months as second mate the 6 months' 
service as second mate shall count as 3 months' 
as chief in computing experience. 

Master of Ocean Steam Vessels 

21. An applicant for license as master of ocean 
steam vessels shall be eligible for examination after 
he has furnished satisfactory documentary evidence 
to the local inspectors that he has had the following 
experience : 

First. One year's service as chief mate of ocean 
steam vessels, or 

Second. Two years' service as second mate of 
ocean steam vessels, one year of such service while 
holding a license as chief mate of ocean steam vessels, 
or 

Third. Two years' service at watch officer 
actually in charge of a bridge watch on ocean steam 
vessels, while holding a license as chief mate of ocean 
steam vessels, or 

Fourth. Five years' service as third mate of 
ocean steam vessels, two years of such service while 
holding a license as chief mate of ocean steam ves- 
sels, or 

Fifth. Five years' service on ocean sail vessels 
of 300 gross tons or over, two years of such service 
while holding a license as master of sail vessels, or 

Sixth. One year's service as master of chief 
mate of coastwise steam vesselp. 

Masters of Coastwise Steam Vessels 
23. An applicant for license as master of coast- 
wise steam vessels shall be eligible for examination 

182 



APPENDIX 



after he has furnished satisfactory documentary evi- 
dence to the local inspectors that he has had the 
following experience: 

First. One year's services as chief mate of ocean 
or coastwise steam vessels, or 

Second. Two years' service as second mate of 
ocean or coastwise steam vessels, one year of such 
service while holding a license as chief mate of ocean 
or coastwise steam vessels, or 

Third. Five years' service as third mate of 
ocean or coastwise steam vessels, two years of such 
service while holding a license as chief mate of ocean 
or coastwise steam vessels, or 

Fourth. One year's service as master of lake, 
bay, or sound steam vessels and in addition thereto 
one year's service as second mate, third mate, quarter- 
master or wheelsman on ocean or coastwise steam ves- 
sels while holding a license as master of lake, bay, or 
sound steam vessels, or 

Fifth. Five years* service on ocean or coastwise 
sail vessels of 300 gross tons or over, two years of 
which service shall have been as master, or 

Sixth. One year's service as a licensed master 
of ocean or coastwise sail vessels of 700 gross tons or 
over, or 

Seventh. Two years' service as master of lake, 
bay, or sound towing steam vessels for license as 
master of coastwise towing steam vessels of 300 gross 
tons or under. 

In cases where the experience of an applicant 
for license as master of coastwise steam vessels does 
not meet the specific requirements of this section,^ 

183 



UTTMARK'S GUIDE 



Other service which the local inspectors consider a 
fair and reasonable equivalent may be accepted by 
them in lieu of the service herein specified. 

Masters of Sail Vessels 

25. An applicant for license as master of sail 
vessels of over 700 gross tons shall be eligible for ex- 
amination after he has furnished satisfactory docu- 
mentary evidence to the local inspectors that he has 
had the following experience: 

First. Five years' service in the deck depart- 
ment of sail vessels of 200 gross tons or over, one 
year of such service shall have been as master of sail 
vessels of 500 gross tons or over, or 

Second. Two years' service as master of sail 
vessels of 200 gross tons or over, or 

Third. Two years' service as mate of sail ves- 
sels of 500 gross tons or over, or 

Fourth. Two years' service as master of aux- 
iliary sail vessels of 100 gross tons or over. 

In cases where the experience of an applicant 
for license as master of sail vessels does not meet the 
specific requirements of this section, other service 
which the local inspectors consider a fair and reason- 
able equivalent may be accepted by them in lieu of 
the service herein specified. 

Chief Mate of Ocean Steam Vessels 
27. An applicant for license as chief mate of 
ocean steam vessels shall be eligible for examination 
after he has furnished satisfactory docmnentary evi- 
dence to the local inspectors that he has had the fol- 
lowing experience: 

184 



APPENDIX 



First. One year's service as a licensed second 
mate of ocean or coastwise steam vessels, or 

Second. Two years' service as watch ofl&cer on 
ocean or coastwise steam vessels, while holding 
license as second mate of ocean or coastwise steam 
vessels, or 

Third. Two years' service as third mate of 
ocean or coastwise steam vessels, one year of such 
service while holding a license as second mate of 
ocean or coastwise steam vessels, or 

Fourth. Two years' service as master of lake, 
bay, or sound steam vessels of 1,000 gross tons or 
over, or 

Fifth. Five years' service in the deck depart- 
ment of ocean or coastwise sail vessels of 200 gross 
tons or over, two years of which service as chief mate 
of such ocean or coastwise sail vessels, or 

Sixth. Two years' service in the deck depart- 
ment of steam vessels engaged in the ocean or coast- 
wise fisheries, one year of such service to have been 
as master of such vessels, or 

Seventh. Five years' service in the deck depart- 
ment of sail vessels engaged in the ocean or coastwise 
fisheries, two years of such service to have been as 
master of such vessels. 

In cases where the experience of an applicant 
for license as chief mate of ocean steam vessels does 
not meet the specific requirements of this section, 
other service which the local inspectors consider a 
fair and reasonable equivalent may be accepted by 
them in lieu of the service herein specified. 

1S5 



UTTMARK'S GUIDE 



Second Mate of Ocean Steam Vessels 

28. An applicant for license as second mate of 
ocean steam vessels shall be eligible for examination 
after he shall have furnished satisfactory docu- 
mentary evidence to the local inspectors that he has 
had the following experience: 

First. One year's service as third mate of ocean 
or coastwise steam vessels, or 

Second. Three years' service in the deck depart- 
ment of ocean or coastwise steam vessels, one year 
of such service shall have been as watch officer or 
quartermaster on such vessels, or 

Third. A graduate from the seamanship class 
of a nautical school ship together with three months' 
service in the deck department of ocean or coastwise 
steam vessels, or 

Fourth. Three years' service in the deck depart- 
ment of ocean or coastwise sail vessels of 200 gross 
tons or over, one year of such service shall have been 
as second mate of such vessel, or 

Fifth. One year's service as quartermaster of 
ocean or coastwise steam vessels while holding a 
license as third mate of ocean or coastwise steam 
vessels, or 

Sixth. Three years' service as a seaman in the 
deck department of ocean or coastwise sail vessels 
together with one year's service in the deck depart- 
ment of ocean or coastwise steam vessels, or 

Seventh. Five years' service in the deck depart- 
ment of ocean or coastwise sail vessels of 100 gross 
tons or over. Service on sail vessels engaged in the 

186 



APPENDIX 



ocean or coastwise fisheries shall be accepted as meet- 
ing the requirements of this paragraph, or 

Eighth. One year's service as first-class pilot of 
lake, bay, or sound steam vessels of 500 gross tons or 
over, together with three months' service in the deck 
department of ocean or coastwise steam vessels, or 

Ninth. One year's service as master of lake, bay, 
or sound steam vessels of 500 gross tons or over. 

In case where the experience of an applicant for 
license as second mate of ocean steam vessels does 
not meet the specific requirements of this section, 
other service which the local inspectors consider a 
fair and reasonable equivalent may be accepted by 
them in lieu of the service herein specified. 

Third Mate of Ocean Steam Vessels 

30. An applicant for license as third mate of 
ocean steam vessels shall be eligible for examination 
after he has furnished satisfactory documentary evi- 
dence to the local inspectors that he has had the fol- 
lowing experience: 

First. Two years' service in the deck depart- 
ment of ocean or coastwise steam vessels, or 

Second. Three years' service in the deck de- 
partment of ocean or coastwise sail vessels, or 

Third. A graduate from the seamanship class of 
a nautical school ship, or 

Fourth. One year's service as master or pilot 
of lake, bay, or sound steamers. 

In cases where the experience of an applicant 
for license as third mate of ocean steam vessels does 

187 



UTTMARK'S GUIDE 



not meet the specific req[uirements of this section, 
other service which the local inspectors consider a 
fair and reasonable equivalent may be accepted by 
them in lieu of the service herein specified. 

Chief Mate of Coastwise Steam Vessels 

32. An applicant for chief mate of coastwise 
steam vessels shall be eligible for examination after 
he has furnished satisfactory documentary evidence 
to the local inspectors that he has had the following 
experience: 

First. One year's service as second mate of 
ocean or coastwise steam vessels, or 

Second. One year's service as first-class pilot of 
lake, bay, or sound steam vessels, together with one 
year's service as quartermaster or wheelsman on 
ocean or coastwise steam vessels while holding a 
license as first-class pilot of lake, bay, or sound steam 
vessels, or 

Third. Two years' service as third mate of ocean 
or coastwise steam vessels, or 

Fourth. Two years' service in the deck depart- 
ment of steam vessels engaged in the ocean or coast- 
wise fisheries, one year of such service to have been 
as master of such vessels, or 

Fifth. Five years' service in the deck depart- 
ment of sail vessels engaged in the ocean or coast- 
wise fisheries, two years' of such service to have been 
as master of such vessels, or 

Sixth. Two years' service as master of ocean or 
coastwise sail vessels of 200 gross tons or over, or 

188 



APPENDIX 



Seventh. Three years' service in the deck de- 
partment of ocean or coastwise steam vessels for 
license as chief mate of coastwise steam vessels of 
500 gross tons or under, or 

Eighth. Two years' service in the deck depart- 
ment of ocean or coastwise sail vessels together with 
one year's service in the deck department of ocean 
or coastwise steam vessels for license as chief mate 
of coastwise steam vessels of 500 gross tons or 
under, or 

Ninth. One year's service as master or two years' 
service as first-class pilot of lake, bay or sound tow- 
ing steam vessels for license as chief mate of coast- 
wise towing steam vessels of 300 gross tons or under. 

In cases where the experience of an applicant 
for license as chief mate of coastwise steam vessels 
does not meet the specific requirements of this sec- 
tion, other service which the local inspectors con- 
sider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

Second Mate of Cocistwise Steam Vessels 
33. An applicant for license as second mate of 
coastwise steam vessels shall be eligible for examina- 
tion after he has furnished satisfactory documentary 
evidence to the local inspectors that he has had the 
following experience: 

First. One year's service as third mate of ocean 
or coastwise steam vessels, or 

Second. One year's service as quartermaster or 
wheelsman on ocean or coastwise steam vessels while 
holding a license as third mate of ocean or coastwise 
steam vessels, or 

189 



UTTMARK'S GUIDE 



Third. Three years' service in the deck depart- 
ment of ocean or coastwise steam vessels, or 

Fourth. Two years' service in the deck depart- 
ment of ocean or coastwise sail vessels together with 
one year's service in the deck department of ocean or 
coastwise steam vessels, or 

Fifth. A graduate from the seamanship class of 
a nautical school ship together with three months' 
service in the deck department of an ocean or coast- 
wise steam vessel, or 

Sixth. One year's service as a licensed master of 
lake, bay, or sound steam vessels, or 

Seventh. Two years' service as first-class pilot 
of lake, bay, or sound steam vessels, or 

Eighth. One year's service as first-class pilot of 
lake, bay or sound steam vessels, together with three 
months' service in the deck department of ocean or 
coastwise steam vessels, or 

Ninth. One year's service as chief mate of ocean 
or coastwise steam vessels engaged in the fisheries, or 

Tenth. One year's service as master of ocean or 
coastwise sail vessels engaged in the fisheries. 

In cases where the experience of an applicant 
for license as second mate of coastwise steam vessels 
does not meet the specific requirements of this sec- 
tion, other service which the local inspectors con- 
sider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

Third Mate of Coastwise Steam Vessels 

34. An applicant for license as third mate of 
coastwise steam vessels shall be eligible for examina- 

190 



APPENDIX 



tion after he has furnished satisfactory documentary 
evidence to the local inspectors that he has had the 
following experience: 

First. Two years' service in the deck department 
of ocean or coastwise steam vessels, or 

Second. Three years'- service in the deck de- 
partment of ocean or coastwise sail vessels, or 

Third. A graduate from the seamanship class of 
a nautical school ship, or 

Fourth. One year's service as master or first- 
class pilot of lake, bay, or sound steam vessels. 

In cases where the experience of an applicant 
for license as third mate of coastwise steam vessels 
does not meet the specific requirements of this sec- 
tion, other service which the local inspectors con- 
sider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

CLASSIFICATION OF ENGINEERS 
Chief Engineer of Ocean Steam Vessels 
34. An applicant for license as chief engineer 
of ocean steam vessels shall be eligible for examina- 
tion after he has furnished satisfactory documentary 
evidence to the local inspectors that he has had the 
following experience: 

First. One year's service as first assistant engi* 
neer of ocean or coastwise steam vessels, or 

Second. One year's service as chief engineer of 
lake, bay, or sound steam vessels, or 

Third. Two years' service as first assistant engi- 
^neer of lake, bay, or sound steam vessels, or 

Fourth. Two years' service as second assistant 
engineer of ocean or coastwise steam vessels, or 

191 



UTTMARK'S GUIDE 



Fifth. Three years' service in the engine depart- 
ment of an ocean or coastwise steam vessel for license 
as chief engineer of ocean steam vessels of 500 gross 
tons or under. 

In cases where the experience of an applicant 
for license as chief engineer of ocean steam vessels 
does not meet the specific requirements of this sec- 
tion, other service which the local inspectors consider 
a fair and reasonable equivalent may be accepted by 
them in lieu of the service herein specified. 

First Assistant Engineer of Ocean Steam Vessels 

An applicant for license as first assistant engi- 
neer of ocean steam vessels shall be eligible for 
examination after he has furnished satisfactory docu- 
mentary evidence to the local inspectors that he has 
had the following experience: 

First. One year's service as second assistant engi- 
neer of ocean or coastwise steam vessels, or 

Second. One year's service as chief or first assis- 
tant engineer of lake, bay, or sound steam vessels, or 

Third. Two years' service as third assistant engi- 
neer of ocean or coastwise steam vessels, or 

Fourth. Three years' service as an apprentice to 
the machinist trade and engaged in the construction 
or repair of marine, stationary, or locomotive engines, 
together with one year's service in the engine depart- 
ment of ocean or coastwise steam vessels, or 

Fifth. A graduate from the engineering class of 
a nautical school ship together with 6 months' serv- 
ice in the engine department of ocean or coastwise 
steam vessels, or 

192 



APPEND IX 

Sixth. A graduate in mechanical engineering 
from a duly recognized school of technology, together 
with 6 months' service in the engine department of 
ocean or coastwise steam vessels, or 

Seventh. Two years' service as a locomotive or 
stationary engineer, together with one year's service 
in the engine department of ocean or coastwise steam 
vessels, or 

Eighth. Two years' service as second assistant 
engineer of lake, bay, or sound steam vessels, or 

Ninth. Three years' service in the engine de- 
partment of ocean or coastwise steam vessels, for 
license as first assistant engineer of ocean steam ves- 
sels of 1,000 gross tons or under. 

In cases where the experience of an applicant 
for license as first assistant engineer of ocean steam 
vessels does not meet the specific requirements of 
this section, other service which the local inspectors 
consider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

Second Assistant Engineer of Ocean Steam Vessels 

An applicant for license as second assistant engi- 
neer of ocean steam vessels shall be eligible for 
examination after he has furnished satisfactory docu- 
mentary evidence to the local inspectors that he has 
had the following experience: 

First. One year's service as third assistant engi- 
neer of ocean or coastwise steam vessels, or 

Second. Six months' service as chief engineer, 
first assistant engineer or second assistant engineer 
of lake, bay, or sound steam vessels, or 

193 



UTTMARK'S GUIDE 



Third. One year's service as third assistant engi- 
neer of lake, bay, or sound steam vessels, or 

Fourth. Three years' service as oiler, or water 
tender, or combined service of three years in these 
positions, on ocean or coastwise steam vessels, or 

Fifth. A graduate from the engineering class of 
a nautical school ship together with 3 months' serv- 
ice in the engine department of ocean or coastwise 
steam vessels, or 

Sixth. A graduate in mechanical engineering 
from a duly recognized school of technology, together 
with 3 months' service in the engine department of 
ocean or coastwise steam vessels, or 

Seventh. Three years' service as an apprentice 
to the machinist trade and engaged in the construc- 
tion or repair of marine, stationary, or locomotive 
engines, together with 6 months' service in the engine 
department of ocean or coastwise steam vessels, or 

Eighth. One year's service as a locomotive or 
stationary engineer, together with 6 months' service 
in the engine department of ocean or coastwise steam 
vessels, or 

Ninth. One year's service as a stationary engi- 
neer in full charge of a plant of not less than 1,000 
horsepower. 

In cases where the experience of an applicant 
for license as second assistant engineer of ocean steam 
vessels does not meet the specific requirements of 
this section, other service which the local inspectors 
consider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

194 



APPENDIX 



Third Assistant Engineer of Ocean Steam Vessels 

An applicant for license as third assistant engi- 
neer of ocean steam vessels shall be eligible for 
examination after he has furnished satisfactory docu- 
mentary evidence to the local inspectors that he has 
had the following experience : 

First. Three years' service as fireman on ocean 
or coastwise steam vessels, or 

Second. Two years' service as oiler, or water 
tender, or combined service of two years in these 
positions, on ocean or coastwise steam vessels, or 

Third. Six months' service as chief or assistant 
engineer on lake, bay, or sound steam vessels, or 

Fourth. One year's service as chief or assistant 
engineer of river steam vessels, or 

Fifth. A graduate from the engineering class of 
a nautical school ship, or 

Sixth. A journeyman machinist who has been 
engaged in the construction or repair of marine steam 
engines. 

In cases where the experience of an applicant 
for license as third assistant engineer of ocean vessels 
does not meet the specific requirements of this sec- 
tion, other service which the local inspectors con- 
sider a fair and reasonable equivalent may be ac- 
cepted by them in lieu of the service herein specified. 

Qualifications Required for License as Engineer of 
Steam Vessels and License Forms Required 

35. No person shall receive an original license 
as engineer or assistant engineer of ocean steam yes- 

195 



UTTMARK'S GUIDE 



sels who has not had the experience required by the 
foregoing section, or experience which is deemed by 
the local inspectors to be a fair and reasonable 
equivalent therefor. The examination for license as 
chief or assistant engineer of ocean steamers shall be 
such as to satisfy the local inspectors that the 
applicant is capable of meeting the reqtiirements and 
performing the duties required by the grade of 
license for which he makes application. No original 
license shall be granted any engineer who can not 
read and write and who does not understand the plain 
rules of arithmetic. Licenses to engineers of ocean 
steam vessels shall be issued on Forms 876, chief 
engineer's license, and 877, assistant engineer's 
license, according to grades of chief and assistant 
engineers specified in Rule V. 



1% 



Phone Bowling Green 8079. 

8 State Street New York 

Facing Ballery Park 

Uttmark's Nautical Academy 

Established 1 882 

CAPTAIN F. E. UTTMARK, Principal 



Candidates prepared for Master's, Mate's and Pilot's 

license. 

Warrant Officers, Petty Officers and Seamen in the 
U. S. Navy prepared for examinations. All other branches 
of nautical science taught, including Nautical subjects per- 
taining to all grades of Civil Service examinations, also 
Marc St. Hilaire and other advanced methods. 

The school is conducted on the highest principles of 
modern teaching — up to date in every respect. 

Students wishing to retain their position on board ship 
while studying for their original license, or raise of grade 
may do so by using Uttmark's Guide and attending school 
during their spare time, day or evening, when the vessel 
is in port, then problems will be explained and work for 
the next voyage assigned. This plan has worked well. 

Satisfaction fully guaranteed to every student. 
Send for Illustrated Catalog 

[a] 



UTTMARK'S GUIDE 



What Others Say 



My Dear Captain Uttmark: 

* * * Please accept my congratulations and wishes 
for a successful career with your Navigation School. This 
school has the reputation of being the best resident Nautical School 
in the United States. * * * 

Capt. E. K. Roden, 
Principal, Department of Navigation, International 

Correspondence School, Scranton, Pa. 



It is with pleasure that I write to thank you for your great 
interest during my course of instruction in Your Navigation School. 
I passed my master's examination before the Local Inspectors 
without any trouble. I advise anyone wishing to obtain a license 
for steam or sail vessels to first take a course in your school. I 
wish you the great amount of success which I am sure you will 

"*^®' Charles E. Small, 

Master, S. Y. Cristina. 



Having qualified for a Master's License for Ocean Steam- 
ers, and Ocean Sailing Vessels, imder the instruction of Captain 
F. E. Uttmark, it is with pleasure I recommend him to any one 
wishing to study Navigation, as an efficient teacher, and one who 
takes interest in his pupils. 

Capt. W. D. Davis, 
c/o Standard Oil Co. of Ner» York- 



My Dear Capt. Uttmark : 

I am pleased to advise you that I have successfully passed 
the examination before the Local Inspectors as Master for Sailing 
Vessels of over 700 tons, on any ocean, and also Chief Mate 
of Ocean-going Steam Ships. * * * I take great pleasure 
in recommending your School of Navigation. * * * 

Karl Warner,^ 
Master, Schr. Waltham. 

[b] 



TESTIMONIALS 



I have successfully passed my examination and obtained my 
Master's license and thank you for your schooling which enabled 
me to obtain this result. 

(Captain) George L. Folker, 

Nantsport, Nova Scotia. 

It is my firm belief that your method of teaching is the 
most thorough and at the same time the most simplified there pos- 
sibly could be found in this country. 

M. B. Beekman, 
2nd Officer, S. S. Lampasas. 



Your method of teaching Navigation is most satisfactory, 
being clear and comprehensive. I can heartily recommend your 

°^' Charles W. Epsberg, 

3rd Officer, S. S. Yanguez. 



It was due to the course I took in Navigation at your College 

last Spring, that I was able to graduate from the New York State 

Nautical School. n n » * 

K. B. Mann, 

Morristor»n, N. J. 



Naval Warrant and Petty Officers and Seamen 

Since the law went into effect making warrant officers 
eligible for line commissions as ensign in the Navy, a num- 
ber of boatswains and gunners have studied in this school 
and successfully passed the Naval Board. Other warrant 
officers have qualified here as practical navigators, received 
licenses as watch and navigating officers from the U. S. 
Local Inspectors of Steam Vessels, and have been ordered 
to the command of cruising tugs and other auxiHaiy naval 
vessels. 



I wish to add my word of commendation of your excellent 
institution. 

[c] 



UTTMARK'S GUIDE 



I attribute the success I have achieved in attaining my pres- 
ent rank in the Navy largely to the thorough, efEcient and practical 
system of instruction I received while in attendance at your school. 
Any one contemplating taking up the study of Navigation 
would do well to investigate the merits of the course you offer, 
especially candidates for promotion to Boatswain in the Navy, 
to whom I strongly recommend your Navigation School. 

C. K. R. Clausen, 
Chief BoatsDfain, U. S. Navjj. 



I take great pleasure in testifying to the excellent instruction 
I received from you while a student at your College. I was ap- 
pointed a warrant officer in the Navy shortly after graduation, 
and have found the course of instruction has benefited me greatly 
in performing my duties since, especially while detailed as a hydro- 
graphic observer with the Cape Cniz Casilda Survey Expedition, 
and again recently while acting as Elxecutive of an auxiliary 
naval vessel. I can conscientiously recommend any nautical school 
of which you may be principal to any warrant-officer who aspires 
to navigate an auxiliary vessel. 

Gregory Cullen, 
BoatsTifa'm, U. S. Nov}}. 



After vainly trying to master the subject of practical Navi- 
gation for a number of years, I took your Navigation course with 
the most gratifying results. I was not only able to pass the U. S. 
Local Inspectors for a Mate's License, but took command of the 
U. S. S. Osceola, and successfully navigated her to Cuba. All 
my problems at sea worked out exactly as taught, thanks to your 
excellent method of instruction, which was thorough and practical 
and easily grasped. 

Thomas Macklin, 
Boatsivain, U. S. Nav^. 



I gladly testify to the method of Navigation instruction at 
your school. 

[d] 



TESTIMONIALS 



The knowledge gained by me while a student in the insti- 
tution will prove of lasting value, both as a navigator and as a 
watch officer. 

Not only is the theory of the science expounded in a clear, 
intelligible way, but the practical part of Navigation is dealt 
with in a sailorly manner, so that one may go from your class- 
room to the deck of a vessel, and at once put his knowledge into 

P^''^^<^^- M. J. CONLON, 

Boatsjvain, U. S. Navjf. 



I take pleasure in writing these few lines to let you know 
that I received my license, also an appointment as ensign in the 
Naval Auxiliary. Words cannot express my gratitude to you 
and your teachers for the wonderful course you gave me in such 
a short time. ^LLEN W. Patton. 

Ensign, U. S. N. R. F. 



My endorsement of your school and your excellent method 

of instruction will be a continuous endeavor on my part to get any 

one desiring the necessary information and schooling in obtaining 

a license to join your school. ^^r j-, 

WM. FlELDMAN, 

S. S. Sania Clara. 



I am sending you a few lines to express my gratitude and to 
thank you for your good teaching, also for the interest you took in 
teaching me during the four weeks' course in navigation. I was 
able to pass the examination as 2nd mate coastwise and 3rd mate 
on any tonnage of any ocean without any trouble. 

I now hold a position as 3rd mate on the S. S. El Rio of the 
Morgan Line. I will gladly recommend you to any one wishing 
to learn navigation, and wish you success with your school. 
Berent August Rasmussen, 

734 5 hi Street, Brookbn, N. Y. 



It is with pleasure that I write and thank you for the great 
interest you took in me and for the simple way of ocplaining 



UTTMARK'S GUIDE 



navigation which enabled me to pass before the Local Inspector 
for master's license. 

I wish you great success in the future and I shall have the 
pleasure of recommending your Nautical Academy to anyone 
wishing to obtain their license. J. JOHANSEN, 

Mate, S. S. On>ego. 

Thinking that this may be of interest to you, I am taking 
this opportunity of advising you that after having completed your 
course in navigation, I successfully passed the U. S. Local 
Inspector's examination for master of steam vessels of any ton- 
nage on the waters of any ocean. 

I also wish to say that I was very favorably impressed with 
the thoroughness of your methods of teaching and gladly recom- 
mend your school to anybody desiring to take a course in navi- 
gation. G. S. Spinney, 

First Officer, Steam Yacht "Cyprus." 



I am writing to thank you for the great interest you took in 
me while attending your school. I had no trouble in passing 
my examination before the Local Inspectors at New York and 
to-day I have received my license. o Wiilesen 

S. S. Floridian. 

At the completion of my term in your school I want to 
tender my sincere thanks for your kind, patient and never-ceasing 
work in helping me to finish my course. 

What I at first thought would be great difficulties were put 
before me so clearly through your kind efforts that I passed my 
examination with comparative ease. 

Richard Albrecht, 
767 Forest Avenue, Bronx. 



Please accept my thanks for your great interest taken in 
me during my course of instruction at your school. I cannot 
speak too highly of your method of teaching navigaton, and 
greatly admire your patience and interest taken in those men wish- 
ing to study for their license. 

[i] 



TESTIMONIALS 



Having recently passed the Local Inspectors' Examination 
without trouble is proof of your ability as an efficient instructor in 
navigation. 

I can highly recommend you to anyone wishing to obtain a 
license. 

Fred W. Stehr, 

3rd Mate, S. S. Sabine. 

I take great pleasure in writing you this letter to announce 
that I have passed the U. S. Local Inspectors and received the 
license for second mate on any ocean and any gross tonnage. I 
must say that when I was under your instruction for navigation I 
received the most excellet instruction from you. 

I will be very glad to reconmiend your school to anyone 
interested in navigation. 

Kindly accept my best wishes for a great success. 

H. A. WOLLENWEBER, U. S. N. 



A few lines from one of your former students to tell you 
that I have often been thankful for the course I took at your 
school last summer. It enabled me to get a chief quartermaster's 
rating in the Reserve. 

You will be interested to know that I have received my com- 
mission as ensign yesterday. I will always feel that your ad- 
mirable school did more for me than any other one thing. Tlie 
navigation I learned at your school has stood me in such good 
stead that I attribute my advancement in the Reserve largely to it. 

John T. Arms, 
Hotel Lorrane, Norfolk, Va. 

Mr. Lockwood wishes to join me in stating that the course 
of Practical Navigation we took in your school has helped us 
greatly in our work in the United States Naval Reserve Force. 

When diplomatic relations with Germany were broken a year 
ago last February, Mr. Lockwood and I decided that we wanted 
to get into the navy before war came. We applied at the 
Recruiting Office and were told that the rating of a first-class 
seaman was the best they could give us. Then we started your 

[g] 



UTTMARK'S GUIDE 



course of Practical Navigation in the middle part of April. The 
first of May we tried the Recruiting Office again, and were both 
enrolled as Boatswain's Mates, first-class, on the strength of our 
taking your course. We finished the course in June, and after 
being on duty at Newport, R. I., until December 1 applied for 
transfer to the Intensive Training School for Deck Officers in the 
United States Naval Auxiliary Reserve. 

We were told that oiJy men with college educations were 
accepted for this course, and also that we were slightly beyond 
the age limit. However, upon our telling them of the work done 
in your school, we were allowed to take the course. We were 
put on board a ship plying between here and a Southern port, and 
although we had never had any practical work in navigation, 
found that it came to us very easily. Mr. O. Berg, an ex-student 
of your school, was the Chief Mate on the boat we were on, and 
with our course with you, and a little coaching from him, it 
proved comparatively easy for us to take up the actual work. 

Ellsworth B. Doane, 
U. S. Naval Reserve Force, Pelham Ba}j, N. Y. 



Numerous other letters from satisfied students have been 
received and may be seen at the school. 



[h] 



LIST OF PUBLICATIONS 

13 Uttmark's Guide to Elxamination for Masters and 

Mates, 4th Edition (complete in two parts) .... $3.50 

H Uttmark's Nautical News 1 .00 

H Uttmark's Textbook on Marc St. Hilaire Method . . . 2.50 
13 Uttmark's Plotting Charts in pads of 25 charts (litho- 
graphed on strong ledger paper) , per pad 3.00 

[^ Uttmark's Ready Reckoning pads, 75 sheets each. 

Marc St. Hilaire (Sun) 50 

13 Uttmark's Ready Reckoning pads, 75 sheets each. 

Marc St. Hilaire (Stellar) 50 

^ Uttmark's Compass Card in colors 25 

S Uttmark's Hour Angle and Right Ascension Card. . .25 
All post paid in U. S. A. . — - 

□ Illustrated catalog of information in regard to instruction 1 1 C 6 
in navigation mailed upon request. ' '• 

Please make checks or money orders payable to F. E. 
Uttmark. 



Mttmarka 




8 State Street, New York City 
Facing Battery Park 




On the 'Bridge 



(c) Press Illustrat ng Service 




On the Bridge 



(c) Press Illustrating Service 




(c) Press Illustrating Service 

The Principal and some of the Instructors 




(c) Press Illustrating Service 

Instruction in the Use of Signals 




Office 




Socia. Room. 




Chart Work 



(c) Press Illustrating Service 






Chart Room 




(c) Press Illustrating Service 
Class Room TsTo. 3 




Class Room IMo. 4 




^^ur%*. 



% 



THIS IS TO CERTUI' TILVT 



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■O-A-yj. 'S-^^t— 



^^etM^^an/^yOMa^/t^rt/'^/t'/^ /e'/^lr/nj 



A^lf J,,,/, „yO '«./>' 



(jr^-A cS ' IcitT^tan^ 



Reproduction of one of the Diplomas 



Uiplomas for the various courses are issued 
to all students u^on graduation. 




"UTTMARK'S FOR NAVIGATION' 



